16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014

DSP-Based Implementation of Permanent Magnet

Synchronous Motor Drives for EV/HEV Applications
Abdelsalam Ahmed1, 2, An Quntao1 and Sun Li1
1

School of Electrical Engineering & Automation, Harbin Institute of Technology, Harbin, China
2
Dep. of Electrical Power and Machines, Faculty of Engineering, Tanta University, Egypt
dr.abdelsalamahmed@yahoo.com

Abstract - Four-quadrant operation and extending driving

over the base speed of motor drives are from the most crucial
features of drivetrain of Electric and Hybrid Electric Vehicles
(EVs/HEVs) system. This paper presents an experimental
implementation of a high performance speed control strategy for
a Permanent Magnet Synchronous Machine (PMSM) for
EVs/HEVs applications. The control strategy guarantees a
robust matching for the command speed within the constraints
of the drive system. The control and drive system is implemented
by a TMS320F2812 Digital Signal Processor (DSP). To confirm
the effectiveness of the proposed control system, an experimental
system included by PMSM, DSP control board, IPM inverter
module and interface circuits have been set up. The presented
control strategy is validated by the experimental results that
depict the precisely operation of the PMSMS in the fourquadrant circumstances and also in constant power operation
mode.
Index Terms PMSM, field-weakening vector control, DSP

I.

INTRODUCTION

Electric motor/motion drive and control unit is the heart

of Electric Vehicle (EV) and Hybrid Electric Vehicle (HEV).
That unit affects directly on the dynamic performance of the
vehicle during the whole driving trip. From this side of view,
many aspects can be studied and researched. The research in
the eld of electric machines in vehicle propulsion has been
intense over the past few years. Different machine types have
been introduced, and their performances have been compared.
According to [1] and [2], the most popular electric machine
type studied for vehicle propulsion is the Permanent-Magnet
Synchronous Machine (PMSM). Owing to the advantages of
the superior power density, high performance in motion
control - fast positioning and better accuracy, PMSMs have
gradually used in many automation control fields as actuators
[3] and [4]. Its electrical efficiency and torque density are
highest of the present-day electrical machines. Direct-driven
PMSMs for a full electric 44 sports car was presented in [5].
With the rapid development in microprocessors, the high
performance TMS320F28x Digital Signal Processor (DSP)
chip becomes a popular research on digital control [6-7]. The
DSP is used for ac drives due to their high-speed
performance, simple circuitry, and on-chip peripherals of a
micro-controller into a single chip solution. Therefore, in this
paper, a TMS320F2812 DSP embedded with the software of
current vector control, Space Vector Pulse Width Modulation

(SVPWM) scheme and PI controllers have been developed for

a high performance speed control for PMSM drives. With the
excellent characteristics of the used DSP [8], it will make
drives of PMSM more programmable, robust and easy
implementation. Power electronics integration technologies
have been used to build the driving circuits for the PMSM
using the TMS320F2812 DSP as in [9]. System hardware
design which includes DSP control circuits, power driver
circuit, signals detection circuit and protection circuit have
been introduced in [10]. Some application problems of
PMSM vector control system have been discussed in [11].
Also, [12] proposed the main hardware structure part for the
PMSM servo system.
It is required and desirable to produce the rated power
with the highest attainable speed for many applications such
as EVs, people carriers in airport lobbies, forklifts, machine
tool spindle drives, etc. [13]. Some Field-Weakening Control
(FWC) methods for surface-mounted PMSM drives have been
presented in [14-16] and for an advanced HEV that driven by
a double-rotor PMSM was presented in [17].
Field-Oriented Control (FOC) algorithm is common in
motor/motion drive systems, manufacturing machinery, and
industrial automation. This paper considers the operation of
the PMSM drives when they are constrained to be within the
permissible envelope of the maximum inverter voltage and
current to produce the rated power and to provide this with
the highest attainable rotor speed. This paper presents a speed
controller with field-weakening control for surface-mounted
PMSM. The proposed method can determine either the
constant torque limit control mode or the field-weakening
control mode which should be applied to the drive under
different operation conditions. Also, operation of the PMSM
in the four quadrants is discussed. Laboratory set up is built
and the control strategy is implemented using the
TMS320F2812 DSP and finally the dynamic behavior of the
system is validated by the experimental results.
II.

CONTROL SYSTEM OF PMSM DRIVES

A. Description of the PMSM drive system

In this system, the sensored field oriented control of the
PMSM using Quadrature Encoder Pulse (QEP) sensor is
experimented and explored the performance of speed control.
The performance of the FOC system is evaluated by studying
the speed responses. The overall system for implementation
of the 3-ph PMSM control is depicted in Fig. 1.

16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014

IPM power module

Power supply

Power board

Current sensors

DC
Encoder

1-ph AC
supply

Transformer

PMSM
DC filter

Isolated and driving circuits

PWM1...6

Fault protection

TMS320F2812 DSP board

SVPWM

K1PM
N_ref

Teref

Teref-new

iq_ref

Vq_ref

d,q

Iq_fdb

N_fdb
md
0

Speed function
program

Kf
f(bm)

QEP circuit
Clarke

a, b, c
Parke-1

,
P/2

id_ref

Field-weakening
programing

A, B, Z

ADC

PI

Vd_ref
PI

Load

Comparator
circuit

ib

ia

V_ref

V _ref

PI

Low pass
filter

JTAG

Rectifier

Emulator

e
d,q

Id_fdb
Park
Signal conditioning & Speed calculation

PC with CCS
programming

Fig.1. Configuration of a fully digital controller of PMSM drives using TMS320F2812 DSP

The PMSM is driven by the conventional voltage-source

inverter. The TMS320F2812 DSP is generating six PWM
signals by means of space vector PWM technique for six
power switching devices in the Integrated Power Module
(IPM) inverter. Two input currents of the PMSM ( and )
are measured from the inverter and they are filtered by a lowpass filter and then sent to the DSP control board via analogto-digital converter (ADC). The architecture of the proposed
current vector and speed control system for the PMSM are all
implemented within a DSP chip. The whole embedded system
is composed of speed loop, current loop, speed and rotor
position detection via QEP circuit, and fault protection unit.
The configuration of the speed loop for a PMSM includes PI
controller. The configuration of the current loop includes two
PI
controllers,
Clarke,
Park,
Park-1
coordinate
transformations, SVPWM, and stator current detection. Both
of reference torque and flux linkage are functioned using
speed function and field-weakening programming modules.
B. Mathematical model of PMSM drives
The transformations between stationary a-b-c frame,
stationary - frame and synchronously rotating d-q frame are
presented in [3]. Mathematical model of surface-mounted
PMSM in the two-phase rotated coordinate can be expressed
as follows:
The dynamic state voltage equations:
(
)
The motor torque equation can be expressed as:
where
and
voltages, and

(1)

(2)
are the direct axis and quadrature axis
are the direct axis and quadrature axis

currents, is the synchronous inductance,

is the resistance
of stator winding, is number of poles,
is the flux
linkage due to the permanent magnet on the rotor, and
is
the velocity of electrical angle. Considering the load term, the
dynamic equation of PMSM can be written as the follows:
(3)
where
,
, ,
and
are motor toque, velocity of
mechanical angle, inertia, damping ratio and load toque,
respectively.
C. Speed control with field-weakening strategy
The mutual flux linkages reference is generated by the
demands of the rotor speed. As long as the line-to-lineinduced Electro Motive Force (EMF) magnitude of
does
not exceed the dc supply voltage to the inverter, the ratio
between the induced EMF and stator frequency remains
constant resulting in constant mutual flux. Therefore, as
expressed in (4) at
control, the EMF is proportional
only to the rotor speed . In the flux-weakening control
mode, in order to maintain the current control, as well as, to
maintain the control over the induced EMF magnitude, the
mutual flux is programmed to decrease in inverse proportion
to the speed so that the induced EMF is pegged to the level
where it corresponds to base speed even though the speed is
pushed beyond that. In FWC as shown in (4) when speed
exceeds its base value, will be decreased
such that
is maintained constant.
(
)
(4)
where is a constant that depends on machine parameters
and supply frequency.
But torque cannot be expected to be maintained at the
base level that corresponds to the base speed whose product

16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014
gives the base air gap power and it can never be exceeded in a
machine in steady state as it involves higher losses that will
result in thermal run off, leading to machine failure. Further,
it requires stator currents exceeding their base values in the
machine. These problems are addressed by reducing the
torque, when the speed is beyond its base value, by
programming it to decrease from its base value so that the air
gap power produced is equal to the base power. That will also
keep the stator current within its base value. This seemingly
complex control can be simply implemented in the following
two steps.
i. Mutual flux and field-weakening programming
A controller, which gives from starting up to base speed,
and beyond speed, that gives an output inversely proportional
to normalized speed, is created using a speed function
generator to delineate the constant torque- and fluxweakening regions of operation of the motor drive. As
depicted in Fig. 1, the output of this function is termed
(
) and is proportional to the mutual flux linkages
reference
. The constant of proportionality is
. The
)sets the reference for the resultant
function generator (
mutual flux linkages, involving the constant . The function
generator operating on the speed has the following
characteristics:
(
)

where
and
are maximum inverter phase voltage
amplitude and maximum inverter line current amplitude,
respectively.
III.

HARDWARE AND SOFTWARE IMPLEMENTATION

The overall experimental system is depicted in Fig. 2

which includes a TMS320F2812 DSP control board with its
different peripherals connectors, a voltage source IGBT-based
IPM drives with interface and measurement circuits, 3-ph
PMSM with an incremental encoder with integrated
commutation signals that used as motor feedback, an
electromagnetic brake device, single-phase adjustable output
transformer, PC with Code Composer Studio (CCS) installed,
and additional instruments such as oscilloscope, digital multimeter, current sensing probe. Specifications of system
components on the laboratory are mentioned in Table1.
1
5

2
6

(5)
where
is the base speed. Then the command of fluxproducing stator current component
can be calculated:
((

(6)

ii. Torque programming in the flux-weakening region

This involves the reprogramming of the speed controller
produced torque reference
as a function of the speed.
Just as the mutual flux linkages are programmed to be
inversely proportional to the rotor speed, likewise, the output
of the flux programmed controller is used to adjust the torque
reference to yield a usable torque reference,
, in
) as (7).
the vector controller by multiplying
and (
(
)
(7)
For the surface-mounted PMSM, the torque-producing
current reference
is obtained by dividing the torque
reference by the product of the rotor magnet flux linkages
and the constant term , that is, 1.5 times the pair of
rotor poles for a 3-phase machine as it is proved in (8).
(8)
For a vector controlled motor drive system, the operating
limits are usually expressed in terms of the d- and q-axis
current constraint and the d- and q-axis voltage constraint by
considering both motor and inverter ratings. These two
constraints can be depicted as in (9).
(9)

3
4
1.
1. CCS
CCS software
software program
program
2.
2. TMS320F2812
TMS320F2812 DSP
DSP and
and peripherals
peripherals board
board
3.
3. Power
Power and
and interface
interface circuits
circuits board
board
4.
4. Emulator
Emulator
5.
5. Power
Power supply
supply and
and adjustable
adjustable transformer
transformer
6.
6. Digital
Digital scope
scope
7.
7. PMSM
PMSM
8.
8. Load:
Load: electromagnetic
electromagnetic brake
brake unit
unit

Fig. 2 Experimental setup for real tests

Table1: specifications of the experimental system
Device
Specification, Value (unit)
Rated/Max. Speed, 2000/2500 (rpm); Voltage constant Ke, 80
(V/K rpm); Standstill torque, 3 (Nm); Rotor moment of
PMSM
inertia, 4.4 *10-4 (Kg.m2); Standstill current, 2.5 (A); Stator
resistance, 3.5 (); Torque constant KT, 1.2 (Nm/A); Pole
pairs, 3; Inductance, 11.5 (mH).
Load
Adjustable brake unit: 24 (V), 0.5 (A), 0~10 (Nm), 110 (W)
TMS320F2812: 150MHz, 32-bit fixed-point CPU, 12-bit
DSP
ADC
1kVA, 50Hz, 220V input voltage, 0~250V output voltage,
Transformer
4 A rated current
Power
IPM power module with six IGBT power transistors:
board
PS21867-AP (600V, 30 A); Hall-based current sensors, 20 A.
Incremental
2500 pulses/rev
encoder

A. Power drive circuit

Power drive circuit using AC/DC/AC voltage inverter
circuit are composed by the rectifier circuit, filter circuit and
IPM inverter module. Single-phase rectifier circuit is a noncontrolled rectifier bridge. Filter circuit from the DC bus side

16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014
of the electrolytic capacitors in parallel composition of three
of 470F/450V is used. The used DIP-IPM is an intelligent
power module PS21867-AP that integrates power device,
driver, and protection circuitry in an ultra-compact dual-inline transfer-mold package for use in driving 3-phase motors.
B. DSP control unit
The control functions are implemented using the
TMS320F2812 DSP which is highly integrated, highperformance solutions for demanding control applications.
With the 150 MIPS operating speed and the high-performance
32-bit CPU, it can produce three-phase PWM signals for the
IGBTs switching and has all communication interfaces for all
peripherals designed to handle all analog feedback and
control signals needed to correctly manage the power section
of the device. The main performances can be reviewed in [8].
Because the DSP has the properties of fast computation and
the complete peripheral circuits for motor drive, a fully digital
controller of PMSM drives system, which includes current
vector control scheme, SVPWM generation, A/D conversion,
coordinate transformation, and QEP detection, is integrated
and realized by software within a DSP chip.
C. Signal-detecting Unit
In order to achieve the PMSM vector control, detection
of the motor phase A and phase B currents, speed and the
rotor magnetic pole position are needed. System uses the
current transducer LA-50P as the current sense element, the
output level converted by the input to the ADC port of
TMS320F2812 DSP. The current signal is adjusted to 0-3V
and acquired by DSP. Speed and rotor magnetic pole position
are detected by incremental optical encoder with integrated
commutation signals. Optical encoder output is six-way
differential signals A, B,Z; its output voltage range is
from 0 to 5V. Encoder outputs A and B are two types of
squared waves out of phase for 90 electrical degrees. In this
paper, the encoder pulse signals are converted into a single
output signal by using the differential receiver DS3486 to
reduce the Electro Magnetic Interference (EMI) in the input
signals. Then, the signal is isolated by the opto-coupler
module HCPL2631 and shaped through the Schmitt triggers
74HC14. Finally, the signals are input to the DSP through the
QEP module. The resultant A, B and Z signals are acquired
by DSP to realize the detection of rotor position and speed.
D. Hardware-protecting Unit
Fault protection circuit includes a DC bus over-current
protection, IPM over current fault and encoder failure. System
making a failure signal as an active low signal that will be
connected with the (Power Drive Protection Interrupt)
PDPINT pin. TMS302F2812 Event Manager (EV) provides
an external interrupt PDPINT to achieve the system's
hardware protection. PDPINT can be used to inform the
monitoring program of motor drive abnormalities such as
overvoltage, over-current, and excessive temperature rise.
When the system fails, PDPINT pin goes low. When PDPINT
pin is pulled low, it will generate an external interrupt. Onchip Interrupt Service Routine (ISR) curing system
automatically stops the 6-channel PWM signal output, and
then the controller stops.

E. Software programming
The PWM switching frequency of inverter is designed
with 10 kHz, dead-band is 3s to prevent three phase legs of
inverter from shooting through, and the control sampling
frequency of current and speed loop are 10 kHz and 1 kHz,
respectively. That means the computational time of the DSP
for executing current loop is 100s and executing PI control
algorithm of speed loop is 1ms. Those programs are coded
with C language through the CCS programming.
IV.

EXPERIMENTAL RESULTS

Several test results will be shown to illustrate the

promising features of the proposed scheme in this section.
First, the transformer voltage is adjusted at 125V and three
tests are conducted to show the operation in the four
quadrants and the difference between the
control and
the proposed field-weakening control.
A. Four-quadrant speed-controlled
Performance of a four-quadrant speed-controlled with
SVPWM current control is discussed in this section. Fourquadrant operation is implemented with a load torque of 3Nm.
The results are shown in Fig. 3 and Fig. 4.
1000

Speed (rpm)
Current (A)

- 1000

2.22
1.15

Fig. 3 Measured speed and current in four-quadrant operation

0.65
0
- 1.0

2.4

1.9

1.0

0
- 1.0
- 2.4

- 1.9

Id (A)
Iq (A)
Fig. 4 Measured id and iq currents in four-quadrant operation

The machine is at a standstill at the start and, with a

positive speed command (1000 rpm), the torque current
component reference is driven to a positive increase (2.4A)
and phase current also is driven at high value (2.22A) and are
maintained there until the rotor speed matches the speed

16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014
command. When the rotor speed is equal to the command
speed, the torque current component reference comes fixed to
match the load torque and the friction torque (1.0A) and
phase current reaches to its steady state (1.15A). The torque
current component reference is driven to negative when the
speed reference changes from 1000 to 1000 rpm. The rotor
slows down to zero speed. Maintaining the negative torque
forces the rotor to reverse direction and catch up with the
speed reference of 1000 rpm.
B. Control of PMSM without FWC
When the motor is driving above its base speed without
FWC, the induced EMF will exceed the maximum input
voltage, making the flow of current into machine phases
impractical, as presented in this section. First, at 50Hz supply
frequency, 2Nm load torque and fixed supply voltage at
125V, the maximum allowable speed of 1650 rpm is
measured. This speed is considered her a base value. Figure 5
shows the speed and phase current when the commanded
speed is stepped from 0 to 1500 rpm then to 2000rpm.
Figure6 shows the waveforms of d-axis and q-axis current
response below and above the base speed.
2000

Speed (rpm)
Current (A)

depicted in Fig. 6, when the speed of motor exceeds1650rpm,

the d-axis and q-axis currents oscillate severely. Meanwhile,
the motor has the danger of out of control. It can be
concluded that, as soon as the frequency exceeds its base
value, it results in the speed being driven beyond the base
speed and consequently the induced EMF starts exceeding the
dc supply voltage magnitude. That makes the control of stator
currents very difficult and thereby the control of the torque
also. The drive control becomes sluggish in this region.
C. Control of PMSM with field-weakening strategy
In EV/HEV system, as the battery voltage and charge
decrease with the increasing load current, the FWC operation
inevitably occurs at higher rotational speeds. FWC operation
is shown in the experimental results of the following figures.
Figure7 shows the speed and phase current when the speed is
stepped from 0 to 1500rpm then to 2000rpm and then back to
0. It is depicted that the speed catches its reference value
below and above the base speed, 1500rpm and 2000rpm,
respectively. Phase current at different speed levels is
measured as depicted in Fig. 7 that shows starting current,
steady-state current at 1500rpm and steady-state current at
2000rpm of 1.75A, 1.0A and 4.3A, respectively.
Speed (rpm)
Current (A)

1750
1500

2000
1500

0
0

1.76

4.3

1.14
1.75

1.0

0
0

Fig. 5 Measured speed and phase current for speed control without FWC
Fig. 7 Measured speed and phase current for speed control with FWC
0.78
0.78

0
0

1.74

1.7

0.85
0

- 4.4
1.12

Id (A)
Iq (A)

Id (A)
Iq (A)

Fig. 6 Measured id and iq currents for speed control without FWC

Fig. 8 Measured id and iq currents for speed control with FWC

As can be seen below the base speed, the PMSM is

precisely controlled; whereas the rotor speed cannot catch its
reference value above the base speed and then both stator
current components ( and ) behave without control. As

16th International Middle- East Power Systems Conference -MEPCON'2014

Ain Shams University, Cairo, Egypt, December 23 - 25, 2014
V.

(a)
(b)
(c)
Fig.9 Phase current at: (a) 1000 rpm, (b) 1500 rpm, (c) 2000 rpm

As seen in Fig. 8, both stator current components behave

under full control. Below the base speed, is controlled to be
zero whereas is controlled to match the total load torques at
starting and at steady state of 1.7A and 1.12A, respectively.
Above 1650rpm, flux weakening is initiated using the
algorithm given earlier. The d-axis current reference is
reduced during flux weakening, reaches to 4.4A, resulting in a
reduction of air gap flux linkages. During flux weakening, the
torque command is slightly reduced to maintain the constant
air gap power. Figure 9 shows focused waveforms of the
phase current at 1000rpm, 1500rpm, and 2000rpm, Fig.9 (a),
Fig.9 (b), and Fig9 (c), respectively. The behavior of the
controlled PMSM during the reverse of the rotation of speed
is depicted in Fig. 10 and Fig. 11.
Speed (rpm)
Current (A)

0
- 1500

- 2000
4.3

1.75

1.0

Fig. 10 Measured speed and phase current at reverse direction under FWC
0.78
0

- 4.4

- 1.12

- 1.7

Id (A)
Iq (A)
Fig. 11 Measured id and iq currents at reverse direction under FWC

CONCLUSION

A high performance speed control strategy for PMSM has

been presented. Hardware structures and the embedded
software programming for the system have been implemented
via the TMS320F2812 DSP. The dynamic performance of the
PMSM has been evaluated through the experimental set up.
The implementation involved speed control in four-quadrant
operation and working safely and precisely over the base
speed. The proposed scheme has a robust speed control
feature for surface-mounted PMSM drives over full speed
range and load torque demand. Experimental results
demonstrate that the rotor speed of PMSM can fast track the
prescribed dynamic response well. Smooth starting, perfect
command tracking, four-quadrant operation and extended
speed range, which are the most important features of any
powertrain for EV/HEV system, have been achieved and
experimentally validated.
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