Parallel Loop Control for Torque and Angular Velocity of BLDC Motors with DTC Commutation

Abstract

This paper is focused in the development of a parallel control loop of the angular velocity and torque for Brushless Direct Current (BLDC) motors. This parallel loop is proposed as an improvement for the performance of those cascaded solutions commonly reported in the body of literature of the field. Performance is improved by reducing the steady state error of the speed considerably when compared with the typical cascaded loop solution under a commanded change of torque. In addition, the steady state response of the parallel loop is reached in a shorter time. Simulations were designed to carry out a comparison between both methodologies. The results of these simulations consider only changes in the set point for speed or torque and are reported here. The control signal was applied to a simulated driver using a switching method known as Direct Torque Control of 2 and 3 phases (DTC-2+3P). These preliminary results show that the parallel control loop outperforms the cascaded control of BLDC motors.

Improved Rotor Flux and Torque Control Based on the Third-Order Sliding Mode Scheme Applied to the Asynchronous Generator for the Single-Rotor Wind Turbine

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“…Assuming, that the electrical power generated in every winding is changed into mechanical power [35,36], the electromagnetic torque of the motor can be determined by Equation (11):…”

A Low-Cost Platform for Modeling and Controlling the Yaw Dynamics of an Agricultural Tractor to Gain Autonomy

“…The mathematical model for a farm vehicle can be established as a rigid body moving in free space of two or three degrees of freedom connected to a flat land surface through the tires (Figure 3). Besides, when considering the estimation of linear and nonlinear dynamics, these can be analyzed in a simplified way with the so-called bicycle model [32,33], resulting in being able to propose a measurement of the variable : ≅̇ is the angular velocity of turn (rad/s), which is in synchrony with [34,35], considering ≠ 0, with ≤ | | > 0, with a minimum value of ( ), for a time t≥ 0 when the sensor SR-PS100 does not detect , and R > 0 is a constant gain which is chosen so that the angular velocity of the turn is not saturated, which relates the input voltage on the actuator with the angular velocity which is obtained from [36]; , are front and rear side slip angles (rad); , are the tire angle components imposed by the driver and controller (rad); ̇= ( − )/ is the angular velocity response of the actuator on the tractor steering wheel (rad/s) and is established as +DDELTAD 1 VOL and +DDELTAD 2 VOL on the PPTD shown in Appendix A, where is the input voltage to actuator (V), > 0 is an estimated back electromotive force constant (V/(rad/s)), is the resistance of the actuator (Ω ), and is the current (A), considering the simplified mathematical model of the cc motor where its values are obtained experimentally; the moment of turn resulting from the active brakes (N m); lateral forces , , , (N) are functions of the angle…”

“…x is the compact state vector; ω z . δ dact R is the angular velocity of turn (rad/s), which is in synchrony with δ d [34,35], considering ω z 0, with ω zmin ≤ |ω z | > 0, with a minimum value of (ω zmin ), for a time t ≥ 0 s when the sensor SR-PS100 does not detect δ d , and R > 0 is a constant gain which is chosen so that the angular velocity of the turn is not saturated, which relates the input voltage on the actuator with the angular velocity which is obtained from [36]; α f , α r are front and rear side slip angles (rad); δ d , δ c are the tire angle components imposed by the driver and controller (rad); imposed on the front tires ( = + ), where and are the angles imposed on the front tire of the driver and controller, respectively; and the lateral slip angles of the tires are defined as follows:…”