4 WD Urban Electric Vehicle Motion Studies Based On MIMO Fuzzy Logic Speed Controller

International Journal of Control and Automation
Vol. 6, No. 1, February, 2013
4 WD Urban Electric Vehicle Motion Studies Based on MIMO

Fuzzy Logic Speed Controller
Brahim Gasbaoui, Abdelfatah Nasri, Abdellah Laoufi and Youssef Mouloudi
Faculty of the sciences and technology, Bechar University
B.P 417 BECHAR (08000), Algeria
[email protected]
Abstract
The Next Future Commercialized 4WD Electric Vehicle Future (EV) is designed to
minimize the autonomous, the time range of starting and acceleration, in order to improve the
vehicle stability and the other dynamic performances for this reason the multi-input multioutput fuzzy logic controller (MIMO-FLC) was presented and implemented in the electrical
traction system forming the maximum control process, the advantages of this control
structure ( MIMO-FLC) is to give more and more safety and stability for the 4WD comparing
with the classical fuzzy controller , The main object of this paper is to show the efficiency of
the MIMO-FLC applied on four speeds electric vehicles, the 4WD is powered by four
induction motors of 15 kilowatts of each one developing an effort of 338 N. m as global
torque so this kind of vehicle consist of two front directing wheels and rear propulsion
wheels . The MIMO-FLC control technique is simulated in MATLAB SIMULINK environment.
The simulation results proves that the MIMO-FLC method decreases the error speeds of the
differential electronic at any curves and mainting the vehicle stability at the curved roads
when the transient oscillations are decreased and give good dynamical performance for the
vehicle using four induction motors for motion ,its clearly that the proposed control present
more robustness comparing with the SISO classical ones which have many more problems
during the vehicle driving , the results obtained present satisfactory and the vehicle designer
must take into consideration the stability effect for the 4WD vehicle moving in road with
different topologies using the MIMO-FLC control.
Keywords: 4WD, MIMO-FLC, SISO-FLC, vehicle control, stability, safety
1. Introduction
The principal constraints in vehicle design for transportation are the development of a nonpolluting high safety and comfortable vehicle. Taking into account these constraints, our
interest has been focused on the 4WD electrical vehicle, with independent driving wheelmotor at the front and with classical motors on the rear drive shaft [1, 2, 3, 4]. This
configuration is a conceivable solution, the pollution of this vehicle is strongly decreased and
electric traction gives the possibility to achieve accurate and quick control of the distribution
torque. Torque control can be ensured by the inverter, so this vehicle does not require a
mechanical differential gear or gearbox. One of the main issues in the design of this vehicle
(without mechanical differential) is to assume the car stability. During normal driving
condition, all drive wheel system requires a symmetrical distribution of torque in the both
sides. In recent years, due to problems like the energy crisis and environmental pollution, the
Electric Vehicle (EV) has been researched and developed more and more extensively.
Currently, most EVs are driven by two front wheels or two rear wheels. Considering some
efficiency and space restrictions on the vehicle, people have paid more and more attention in
105

recent years to four-wheel drive vehicles employing the IM in-wheel motor. 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.
DTC_SVM method is an advanced, computation intensive PWM method and possibly the
best among all the PWM techniques for variable speed drives application [19]. Because of its
superior performance characteristics, it has been finding widespread application in recent
years. With a machine load, the load neutral is normally isolated, which causes interaction
among the phases. This interaction was not considered before in the PWM discussion.
Recently, fuzzy logic control has found many applications in the past decades, which
overcomes these drawbacks. Hence, fuzzy logic control has the capability to control nonlinear,
uncertain systems even in the case where no mathematical model is available for the
controlled system.
The majority of process industries are nonlinear, multi- input multi-output (MIMO)
systems. The control of these systems is met with a number of difficulties due to process
interactions, dead time and process nonlinearities [7]. The difference between MIMO systems
control and Single-Input Single-Output (SISO) systems control is based on an estimation and
compensation of the process interaction among each degree of freedom. It is obvious that the
difficulty of MIMO systems control is how to overcome the coupling effects among each
degree of freedom. To obtain good performance, coupling effect cannot be neglected. Hence
SISO system control scheme is not easy to implement on complicated MIMO systems [8, 9].
In addition, the control rules and controller computation will grow exponentially with respect
to a number of considered variables. Therefore, intelligent control strategy is gradually
drawing attention.
The structure of the work presented in this paper is organized in the following sequence:
The principle components of the Electric traction chain with their equations model is set in
Section 2. Section 3 shows the development space vector modulation technique based DTC
for Electric vehicle motorization. The multi-input multi-output fuzzy logic controller (MIMOFLC is given in the Section 4. The simulation results are presented in Section 5. Finally, the
concluding remarks are given in Section 6.
2. Electric Vehicle Mechanical Load Description

According to Figure 1 the vehicle torque results from many forces such as: the tire
forces Ftire , the aerodynamic force Faero , the hill climbing force Fslope where the total
resistive force is equal to Fr [1,2 3],its given by :
Fr Ftire Faero Fslope
(1)
The rolling resistance force is defined by:

Ftire mgf r .
(2)
The aerodynamic resistance torque is defined as follows:

1
Faero air A f C d v 2
2
(3)
The rolling resistance force is usually modeled as:
Fslope mg sin()
106
(4)

Figure 1. The Forces Acting on a Vehicle Moving Along a Slope

Where is the tire radius, m is the vehicle total mass, is the rolling resistance force constant,
the gravity acceleration, is Air density, is the aerodynamic drag coefficient, is the frontal
surface area of the vehicle, is the vehicle speed, is the road slope angle.
3. Direct Torque Control Strategy Based Space Vector Modulation

(SVM-DTC)
In this technique two proportional integral (PI) type controllers are used instead of
hysteresis band regulating the torque and the magnitude of flux as it shown in Figure 2, by
generating the voltage command for inverter control. Noting that no decoupling mechanism is
required as the flux magnitude and the torque can be regulated easily by the PI controllers.
Due to the structure of the inverter, the DC bus voltage is fixed, therefore the speed of voltage
space vectors are not controllable, but we can adjust the speed by means of inserting the zero
voltage vectors to control the electromagnetic torque generated by the induction motor. The
selection of vectors is also changed. It is not based on the region of the flux linkage, but on
the error vector between the expected and the estimated flux linkage [13, 14, 15].
The induction motor stator flux can be estimated by:
t
(5)
ds
(V
qs
(V
ds
R s i ds )dt
qs
R s i qs )dt
(6)
2
2
s ds
qs
(7)
qs
s tan 1
ds
(8)
107

Figure 2. Bloc Diagram for DTC Strategy based Space Vector Modulation
The electromagnetic torque can be given as follow:
Tem
3
p(dsi qs qsi ds )
2
(9)
The SVM principle is based on the switching between two adjacent active vectors and two
zero vectors during one switching period. It uses the space vector concept to compute the duty
cycle of the switches.
4. Multi-Input Multi-Output Fuzzy Controller Structure

Fuzzy set theory has been successfully applied in a number of control applications [8, 12]
based on the SISO system point of view without system model consideration. In this paper,
the MIMO fuzzy control strategy is used to multi-machines system speed control. The design
procedure of the fuzzy control strategy is used to control each degree of freedom of this
MIMO system individually. Then, an appropriate coupling fuzzy logic controller (FLC) is
designed to compensate for the coupling effects of system dynamics among each degree of
freedom.
An ordinary fuzzy controller that usually operates with system output error and error
change was chosen as the main controller to control each degree of freedom of the MIMO
systems. Here, the input variables of the conventional fuzzy controller for among each degree
of freedom of a MIMO system were defined individually as:
108
e i ( k) *i ( k) i ( k)
(10)
ei ( k) ei ( k) ei ( k 1)
(11)

Where is the position error of the degree, is used for change in error of the degree, is the
reference input (Rotation speed reference of the roller i) of the degree and represents the
position output of each degree of freedom (real Rotation speed of the roller i) of this MIMO
system at the sample. The relationship between the scaling factors are the input and output
variables of the FLC.
eiN Ge ei , eiN Ge ei , ui Gu uiN
(12)
Selection of suitable values for, and are made based on the knowledge about the process to
be controlled and sometimes through trial and error to achieve the best possible control
performance. This is so because, unlike conventional no fuzzy controllers to date, there is no
well-defined method for good setting of scaling factors for FLCs. The SFs are the
significant parameters of FLC because changing the SFs changes the normalized universe of
discourse, the domains, and the membership functions of input/output variables of FLC. All
membership functions (MFs) for controller inputs ( and ) and incremental change in controller
output ( ) are defined on the common normalized domain (Per Unit) [-1, +1]. We use
symmetric triangles (except the two MFs at the extreme ends) with equal base and 50%
overlap with neighboring MFs as shown in Figure 3. This is the most natural and unbiased
choice for MFs. By way of the above design process, the actual control input voltage for the
main fuzzy controller can be written as:
ui (k ) ui (k 1) ui (k )
(13)
In (13), is the sampling instant and is the incremental change in controller output, which is
determined by the rules of the form (IF-THEN) If is and is Then is. The rule base for
computing is a standard one [8, 12, 29] as shown in Table 1.
Degree of membership
NB
NM
NS
ZE
PB
PM
PS
0.8
0.6
0.4
0.2
0
-1
-0.8
-0.6
-0.4
-0.2
0.2
0.4
0.6
0.8
Figure 3. Membership Functions ei , ei and u i

Where:NB-Negative Big, NM-Negative Medium, NS Negative Small, ZE-Zero Error, PSPositive Small, PM-Positive Medium, PB-Positive Big.
Table 1. Rules Base
e il
NB
NM
NS
ZE
PS
PM
PB
NB
NB
NB
NB
NM
NS
ZE
NB
NM
NM
NM
NS
ZE
PS
NB
NM
NS
NS
ZE
PS
PS
NM
NM
NS
ZE
PS
PM
PM
NS
NS
ZE
PS
PS
PM
PB
NS
ZE
PS
PM
PM
PM
PB
ZE
PS
PM
PB
PB
PB
PB
ei
NB
NM
NS
ZE
PS
PM
PB
109

The fuzzy control rules of the coupling fuzzy controller are similar to the main fuzzy
controller. The output of the coupling fuzzy controller is chosen directly as the coupling
control input voltage. The main reason is that there is a different coupling effect for each
sampling interval and it does not have an accumulating feature. The coupling effect is
incorporated into the main fuzzy controller for each step to improve system performance and
robustness. Figure 4, illustrates the structure of MIMO fuzzy control scheme. Therefore, the
total control input voltage of the MIMO fuzzy controller is represented as:
u i ( k) u i ( k) U( k)il
, il
(12)
Where expresses the system control input voltage of the degree of a main fuzzy controller.
represents the coupling effect control of the degree relative to the degree of the coupling
fuzzy controller.
Figure 4. Structure of MIMO Fuzzy Control Scheme
Figure 5. The Driving Wheels System with MIMO-FLC Controller
110

Figure 6. The Driving Wheels System with SISO-FLC Controller
5. Simulation Results
In order to analyze the driving wheel system behavior, Simulations were carried using the
model of Figures 5 and 6.The following results were simulated in MATLAB and its divided
in two phases .the first one deal with the test of the EV performances controlled with DTCSVM strategy under several topology variation in the other hand we show the impact of this
controller on vehicle power electronics performances. Only the right motor simulations are
shown. The assumption that the initialized lithium-ion battery SOC is equal to 70% during
trajectories.
The topology studied in this present work consists of four phases: the first one is the
beginning phases with a speed of 80 Km/h in straight road topology; the second phases
present the sloped road. The third phase is the curved road with the same speed, finally the
4WD moving up the descent road about 10% under 80 Km/h, the detail are shown in Figure 7.
Figure 7. The Chosen Road Topology of Tests
111

Vehicle speed [km/h]
100
80
60
40
20
0
0.5
1.5
1.5
T ime [s]
(a)
100
80
60
40
20
0
0.5
T ime [s]
(b)
85
80
75
70
65
Refrence speed
Vehicle speed (SISO-FLC)
Vehicle speed (MIMI-FLC)
0.2
0.4
0.6
0.8
Time [s]
1.2
1.4
(c )
Figure 8(a) Zoomed of the vehicle speed response with (MIMO-FLC) speed
controller; (b) Zoomed of the vehicle speed response with (SISO-FLC) Speed
controller; (c) Zoomed of vehicle speed for two controller cases
To compare the effect of disturbances on the 4WD electric vehicle speed of two types of
control, Figure 8 shows the system response in two cases (MIMO-FLC, and SISO-FLC). We
can summarize the vehicle speed results in the following table:
Table 2. Performances of the MIMO-FLC & SISO-FLC in the Speed Loop
Response
112

According to Figure 9 and Table 2, we can say that the effect of the disturbance is
neglected in the case of the MIMO-FLC. It appears clearly that the classical control with
SISO-FLC is easy to apply. However the control with MIMO-FLC offer better performances
in the rising time control and overshoot. In addition to these dynamic performances, it
respects the imposed constraints by the driving system such as the robustness of parameter
variations.
A: Multi-input Multi-Output Fuzzy Logic Controller MIMO-FLC for Direct torque
control based space vector modulation scheme.
100
80
Phase 2
Phase 1
Phase 3
Phase 4
60
Right front wheel speed
Left front wheel speed
Right rear wheel speed
Left rear wheel speed
Vehicle speed
40
20
0
Time [s]
Figure 9. Variation of Vehicle Speeds in Different Phases

Refereed to Figure 9 at time of 2s the vehicle driver or driving in the straight road,
this test explains the effect of the slope on the EV. The driving wheels linear speeds
stay the same and the road drop does not influence the torque control of each wheel
turns the steering wheel. At t = 3 the vehicle driver is driving on a curved road on the
right side with a speed of 80 km/h, the assumption is that the four motors are not
disturbed. In this case the front and rear driving on a curved road at the right side with
a speed of 80 km/h, the assumption is that the four motors are not disturbed. In this
case the front and rear driving wheels follow different paths, and they turn in the same
direction but with different speeds. The electronic differential acts on the four motor
speeds by decreasing the speed of the driving wheel on the right side situated inside the
curve, and on the other hand by increasing the wheel motor speed on the external side
of the curve. The behaviors of these speeds are given in Figure 8. At t = 4 s the vehicle
situated in the second curve but in the left side, the electronic differential computes the
novel steering wheels speeds references in order to stabilize the vehicle inside the curve.
The battery initial SOC of 70 % is respected. In this case the driving wheels follow the
same path with no overshoot and without error which can be justified by the good
electronic differential act coupled with DTC performances. The globally distance
travelled is 406.50 m in four trajectory phases.
113
Phase current[A]

150
Front motor right
100
Phase 2
Phase 1
Phase 3 Phase 4
50
0
-50
2 Time [s] 3
Figure 10. Variation of Phase Current of the Front Motor Right in Different
Phases
Figure 10, explains the variation of phase current and electromagnetic torque
respectively. In the first step and to reach 80 km/h The EV demand a current of 21.10 A
for each motor which explained with electromagnetic torque in 42,26 NM. The second
phase explains the effect of the sloped road the electromagnetic torque increase and the
current demand undergo double of the current braking phases, The four motor induction
develops more and more electromagnetic torque for vanquish the slop They develop
approximately 53.97 N.m each one. The linear speeds of the four induction motors stay
the same and the road drop does not influence the torque control of each wheel .In the
curved road the current and electromagnetic torque demand is computed using the
electronic differential process according to the driver decision by means that the speed
reference of each wheel is given by the electronic differential computations witch
convert the braking angle of the curve on linear speeds. Figure 8 show the
electromagnetic torque of the front motor right. The last phase clarifies the effect of the
descending slope on the electric vehicle moving on a straight road. The linear speed
response is illustrated in Figure 8. The presence of descent causes a great decrease in
the phase current of each motor by means that the aerodynamic force became a motor
force and the other resistive torques became motor torque the results are listed in Table
3.
Table 3. Values of Phase Current Driving Force of the Right Motor in Different
Phases
Phases
Current of the front motor right [A]
Electromagnetic torque of front motor right
[N.m]
1
21.10
42.26
2
23.32
53.97
3
21.10
43.37
4
18.94
33.16
According to the formulas (1), (2), (3) and (4) 6, the variety of vehicle torques in
different cases as depicted in Figure 11, the vehicle resistive torque was 127.60 N.m in
the first case (beginning phase) when the power propulsion system resistive one is
127.60 N.m in sloped road, the driving wheels develop more and more efforts to satisfy
the traction chain demand which justify a resistive torque equal to 168.40 N.m. In the
third phase. The result proves that the traction chain under acceleration demand
develop the double effort comparing with the descent slope cases by means that the
vehicle needs the half of its energy in the deceleration phase's compared with the acceleration
one's.
114

B: Power electronics.
The lithium-ion battery must be able to supply sufficient power to the EV in
accelerating and decelerating phase , which means that the peak power of the batteries
supply must be greater than or at least equal to the peak power of both the electric
motors. The battery must store sufficient energy to maintain their SOC at a reasonable
level during driving, the Figure 11 describes the changes in the battery storage power in
different speed references.
Power [Kw]
60
40
Phase 2
Phase 1
20
Phase 3
Phase 4
Power battery
-20
-40
2 Time
[s]
Figure 11. Variation of Lithium-ion Battery Power in Different Phases
State-Of-Charge [%]
It is interesting to describe the power distribution in the electrical traction under

several road topology references as it described in Figure 10. The battery provides
about 9.86 kWh in the first phase in order to reach the electronic differential reference
speed of 80 Km/h. In the second phase (phase 2: sloped phase's) the demanded power
battery increase and stagnate at 61.71 % of the global nominal power battery (21 kW).
In the third phase the battery produced power equal to 46.90 kW under curved road
state. The battery produced power depend only on the electronic differential consign by
means the acceleration/deceleration driver state which can be explained by the batter y
SOC of Figure 11. In this phase the 4WD electric vehicle helps the battery in order to
charge the empty battery cells, the four induction motor absorbed the half of the
slopped energy.
70.5
State-Of-Charge [%]
70
Phase 1
Phase 2
Phase 3
Phase 4
69.5
69
Time [s]
Figure 12. Battery Efficiency versus State-of-charge

Figure 12 explains how SOC in the lithium-ion battery changes during the driving cycle; it
seems that the SOC decreases rapidly at acceleration, by means that the SOC ranges between
69.02 % to 70% during all cycles phases from beginning at the end cycles.
At t = 5 s, the battery SOC becomes lower than 69.02 % (it was initialized to 70 % at the
beginning of the simula-tion).
115

Table 4 reflect the variation of SOC in different simulations phases. The relationship
between SOC and left time in four phases are defined by the flowing linear fitting formula:
(14)
SOC [%] - 0.00049t 6 + 0.0066t5 - 0.034t 4
+ 0.091* t 3 - 0.17t 2 - 0.01t + 70
Moreover we can define the relationship between the sate of charge and the traveled
distance in all topologies road.
SOC[%] 1.8e - 008 * d 3traveled - 8.1e - 006 * d 2traveled
(15)
- 0.002 * d traveled + 70
Table 4. The Relationship between the Traction Chain Power Electronics

Characteristics and the Distance Traveled in Different Phases
D traveled [m]
SOC begin % SOC end %
80Km / h
80Km / h
Phase1
Phase2
124.10
80
70% 69.66%
69.66% 69.38%
0.34
0.28
SOCdiff [%]
Pconsumed [Kw]
Linear Speed
9.85
12.96
80Km / h
80Km / h
Phase3
Phase 4
Linear Speed
D traveled [m]
80
80
69.38% 69.17%
69.17% 69.02%
SOC begin % SOC end %
0.21
0.15
SOCdiff [%]
9.85
6.28
Pconsumed [Kw]
This power is controlled by the Buck Boost DC-DC converter current and distribute
accurately for four phases. The buck boost converter is not only a robust converter
which ensures the power voltage transmission but also a good battery recharge in
deceleration state that help to perfect the vehicle autonomous with no voltage ripple.
The comparative study for two cases performance is shown in Table 5. In this paper we
have presented comparative studies between MIMO- FLC and SISO-FLC speed
controller. The MIMO-FLC controller method gives a satisfaction results for electric
vehicle speed performance.
Table 5. Comparative Study of Second Phases
Parameter and indexes
Aerodynamic torque [Nm]
Vehicle torque [Nm]
Current torque of the front motor right [A]
Electromagnetic torque of the front
motor right [Nm]
116
MIMO-FLC
73.30
168.40
23.32
53.97
SISO-FLC
73.09
168.99
23.93
54.35

6. Conclusion
In this paper, the 4WD electric vehicle speeds are controlled using multi-input multi-output
fuzzy logic controller MIMO-FLC. this results has demonstrated that stability , the safety and
autonomous of the vehicle using four wheels for motion moving in curved road topologies can
be improved using the MIMO-FLC controller, this kind of control have many more
advantages such as it robustness and its rising time response, after the uses of this strategy the
vehicle traction system present more and more dynamical performances, the autonomous is
developed, the state of charge is decreased and the driving can be facilitate, the electronic
differential using this present strategy is acting immediately at any moment according to the
real driver decision with no error in vehicle torque and speed estimation of each wheels with
no error, the globally linear speeds is perfected with no overshoots which indicate the
efficiency of this controller comparing with the SISO-FLC controller. Finally this results
present satisfactory and the 4WD designer must take into consideration the MIMO-FLC
process to ensure the safety of boths of vehicle and passenger during the driving.
References
[1] J. Wang, Q. Wang, L. Jin and C. Song, "Independent wheel torque control of 4WD electric vehicle for
differential drive assisted steering", Mechatronics, vol. 21, (2011), pp. 6376.
[2] J. Wang, Q. Wang and L. Jin, "Modeling and simulation studies on differential drive assisted steering for EV
with four-wheel-independent-drive", In: Proceedings of the 4th IEEE vehicle power and propulsion
conference (VPPC2008), Harbin, China, (2008) September.
[3] H. Yoichi, T. Yasushi and T. Yoshimasa, "Traction control of electric vehicle: basic experimental results
using the test EV "UOT Electric March, IEEE Trans Ind Appl., vol. 34, no. 5, (1998), pp. 11318.
[4] F. Wu and T. J. Yeh, "A control strategy for an electrical vehicle using two in-wheel motors and steering
mechanism", In: Proceedings of AVEC08, (2008), pp. 796801.
[5] Z. Zhu, et al., Electrical machines and drives for electric, hybrid, and fuel cell vehicles, Proc. IEEE, vol. 95,
no. 4, (2007), pp. 764-765.
[6] P. Vas, Sensorless Vector and Direct Torque Control, Oxford University Press, (1998).
[7] K. Itoh and H. Kubota, Thrust ripple reduction of linear induction motor with direct torque control,
Proceedings of the Eighth International Conference on Electrical Machines and Systems, ICEMS 1, (2005),
pp. 655-658.
[8] L. Chen and K. L. Fang, A Novel Direct Torque Control for Dual-Three-Phase Induction Motor, Conf. Rec.
IEEE International Conference on Machine Learning and Cybernetics, (2003), pp. 876-88.
[9] D. S. Zinger, F. Profumo, T. A. Lipo and D. W. Novotny, A direct field-oriented controller for induction
motor drives using tapped stator windings, IEEE Transactions on Power Electronics, vol. 5, no. 4, (1990), pp.
446-453.
[10] A. Schell, H. Peng, D. Tran and E. Stamos, Modeling and Control Strategy development for Fuel Cell
Electric Vehicle, Annual Review in control Elseiver, vol. 29, (2005), pp. 159-168.
[11] A. Haddoun, Modeling Analysis and neural network control of an EV Electrical Differentiel, Transaction
on industriel electronic, vol. 5, no. 6, (2008).
[12] A. Nasri, A. Hazzab, I. K. Bousserhane, S. Hadjeri and P. Sicard, Two Wheel Speed Robust Sliding Mode
Control For Electric Vehicle Drive, Serbian Journal of Electrical Engineering, vol. 5, no. 2, (2008), pp. 199216.
[13] K. Hartani, Electronic Differential with Direct Torque Fuzzy Control for Vehicle Propulsion System, Turk J
Elec Eng & Comp Sci, vol. 17, no. 1, (2009).
[14] L. T. Lam and R. Lovey, Developpement of ultra-battery for hybrid-electric vehicle applications, Elservier,
power sources, vol. 158, (2006), pp. 1140-1148.
[15] Larminie, Electric Vehicle Technology Explained, Edited by John Wiley and John Lowry, England, (2003).
[16] A. Haddoun, et al., Analysis modeling and neural network of an electric vehicle, in Proc IEEE IEMDC,
Antalya Turky, (2007), pp. 854-859.
[17] M. Vasudevan and R. Arumugam, New direct torque control scheme of induction motor for electric
vehicles, 5th Asian Control Conference, vol. 2, (2004), pp. 1377 1383.
117

[18] M. E. H. Benbouzid, et al., Advanced fault-tolerant control of induction motor drives for EV/HEV traction
applications From conventional to modern and intelligent control techniques, IEEE Trans. Veh. Technol.,
vol. 56, no. 2, (2007), pp. 519-528.
[19] A. Gupta and A. M. Khambadkone, A space vector pwm scheme for multilevel inverters based on two-level
space vector pwm, IEEE Transaction on Industrial Electronics, vol. 53, (2006).
[20] T. G. Habetler, F. Profumo, M. Pastorelli and L. Tolbert, Direct torque control of induction machines using
space vector modulation, IEEE Transaction on Industry Applications, vol. 28, no. 5, (1992), pp. 1045-1053.
[21] J. Holtz, Pulse width modulation for electronic power conversion, Proceedings of the IEEE, vol. 82, (1994),
pp. 1194-1214.
[22] K. Zhou, et al., Relationship between space-vector modulation and three-phase carrier-based PWM a
comprehensive analysis, IEEE Trans. Industrial Electronics, vol. 49, no. 1, (2002), pp. 186-195.
Authors
Brahim GASBAOUI received the electrical engineering diploma from the University IbnKhaldoun of TIARET (UIT), in 1993 and the MS degree in 2008 from Bechar University
University-Algeria.and the Ph.D. degree from the Faculty of the Sciences and the Technology
of the Bechar University Currently he is a teacher of electrical engineering at Bechar
University. His research interests include power electronics robust control for electric vehicle
and propulsion system, power electronics, antilock brake systems, anti-skid control for
electric vehicles drive.
Nasri Abdelfatah was born in 1978 at Bechar-Algeria, he's received the electrical
engineering diploma from Bechar Center University-Algeria in 2002, and the Magister degree
from the University of Sciences and Technology of Oran (USTO), Algeria in 2006. From
2007 until 2011 he get the PHD degree in Electric vehicle propulsion system control.
Currently he is an associate professor at Bechar University, his research interest: vehicle
energy management, embedded systems energy storage, 4WD Electric vehicle control and
design developpement.
Laoufi Abdellah received the state engineer degree in electrical engineering from the
University of Sciences and Technology of Oran (USTO), Algeria, the M.Sc. degree from the
Electrical Engineering Institute of the University of Djillali Liabes, Algeria, and the Ph.D.
degree from the Electrical Engineering Institute of the University of Djillali Liabes. He is
currently professor of electrical engineering at Bechar University. His research interests
include power electronics, electric drives control, electric vehicle propulsion system control
and their applications.
Youssef Mouloudi received the state engineer degree in Electrical Engineering in 2006
from the University of Bechar and the M.S. degree in 2009 from Bechar University, Algeria.
He is currently working toward the doctorate degree. His areas of interest are: Facts systems,
power filters, applications of power electronics, and stability improvement.
118

4 WD Urban Electric Vehicle Motion Studies Based On MIMO Fuzzy Logic Speed Controller

Uploaded by

Copyright:

Available Formats

4 WD Urban Electric Vehicle Motion Studies Based On MIMO Fuzzy Logic Speed Controller

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

4 WD Urban Electric Vehicle Motion Studies Based On MIMO Fuzzy Logic Speed Controller

Uploaded by

Copyright:

Available Formats

International Journal of Control and Automation

Vol. 6, No. 1, February, 2013