IEEE International Symposium on Industrial Electronics (ISlE 2009)

Seoul Olympic Parktel, Seoul, Korea July 5-8, 2009

Anti-slip Regulation of Electric Vehicle Without
Speed Sensor
Xu Peng
l,2,Hou
Zhe
l
, Guo Guifang', Zhang Liping', Cao Binggang', Long Hongyu" Member, IEEE, Chen Xi
4
1. R&D Center of Electric Vehicle, Xi'an Jiaotong University, Xi'an, China
2. The 71811 Unit ofPLA, xinyang, henan, China
3. Department of Electromechanical Engineering, Construction Machinery School, Chang'an University, Xi'an, China.
4. school of electrical engineering, Xi'an Jiaotong University, Xi'an, China
xuipeng@126.com
Abstract-In order to research the anti-slip regulation(ASR)
of electric vehicle(EV), this paper analyzes the operating
principle and control strategy of electric vehicle's ASR , builds
the motion model of the EV and vehicle dynamics model
including the tyre, the wheel and the model between the tyre and
the road. The traditional ASR structure is complex. In order to
solve the problem, a novel anti-slip controller for EV without
speed sensor is designed to prevent the slip between tyre and road.
A back electromotive force (back-EMF) observer is constructed
to acquire the information of speed as well as acceleration. By
selecting the time constant or observer gain properly, the current
command reduction characteristics can be adjusted freely in
some range. The results of simulation and experiment verified the
effectiveness of the proposed controller, which can prevent the
driven wheels skidding, improve the traction performance,
enhance the driving performance and the stability of EV, and
avoid the occurrence of traffic accident. The anti-slip control for
EV without speed sensor is an ideal anti-slip regulation method.
I. INTRODUCTION
The pure electric vehicle(PEV) is "nopolluting" vehicle.
The term "nopolluting" is only relative. While the electric
automobiles do not pollute, the original source of energy-
electricity does cause pollution during its generation. However,
the centrally generated pollutions can be controlled and
reduced much easier than the distributed pollution sources of
individual vehicles. [1]
Recently, PEVs have achieved sufficient driving
performance thanks to drastic improvements in motors and
batteries. On the other hand, hybrid EVs (HEVs), like the
Toyota Prius, will be widely used in the next ten years. Fuel-
cell vehicles (FCVs) will be the major vehicles in the 21st
century. Such development has the strong incentives of energy
efficiency and global environmental protection. However, it is
not well recognized that the most distinct advantage of the EV
is the quick and precise torque generation of the electric motor.
If we do not utilize this merit, the EV will never be used in the
future. For example, if a diesel HEV is developed, its energy
consumption will be extremely low. The EV cannot compete
against such vehicles in terms of energy efficiency or CO
2
emissions. On the contrary, if we recognize the advantage of
the EV in control performance and succeed in the development
of new concept vehicles, a bright future will be waiting for us.
[2]
222
978-1-4244-4349-9/09/$25.00 2009 IEEE
In the closed loop system comprising the driver, EV and
environment, the primary connection of the EV and
environment is the acting force between the tyre and the road
surface, which includes longitudinal force, lateral force and
normal force, etc. The driving behavior of the EV is decided
by the acting force between the tyre and road surface. The
longitudinal force decides the drive capability and brake
capability, and lateral force decides the turning capability and
the anti-interference capability of transverse interference. So
the driver is controlling the force between tyre and the road
surface in effect, and the force is limited by the adherence
character between the tyre and the road surface. When the
acting force approaches the adherence limit and the attachment
coefficient is small, the driving force of the EV always
exceeds the longitudinal adherence limit between the tyre and
road surface, and create excessive wheelspin of the driving
wheel. It reduces the driving performance, exacerbates the
abrasion of the tyre, enhances the bear of the loading weight of
the transmitting mechanism and driver, and increases energy
consumption. The lateral force approaches the lateral
attachment coefficient, thus the EV can't follow the correct
way and it damages the maneuverability, stability and security
of the EV, easy to occur accident. [3][4] So, the control of the
driving wheel at the driving process is very important. The
EV's driving adopts motor with good electronic driving
system, which lays a certain foundation for the driving anti-
skid control.
At the present time, due to the technology of EV at the
research state, the reports of the EV's ASR are lack. From the
information searched, professor HorLY in Tokyo University is
the represent in this area. It adopts the fast angular force
response of the motor to attain the goal of control the EV's
drive wheel wheelspin rate through the observation of the
opposing electromotive force or the motor's phase current.[5][6]
II. OPERATING PRINCIPLE OF EV'S ASR
When the EV hard braking on the wet-skidding or ice
road, the EV will revolute or tum around, and the EV will be
out of control. When the EV runs, the driving force depends
on the output torque of the motor delivered to the propelling
wheel and the attachment limit. The output torque is decided
by the external character of the motor and the transfer
behavior of the drive unit (velocity ratio, transrmssron
efficiency, radius of the propelling wheel). It puts up definite
control law according to the operation of the driver. The
attachment limit between the type and the road surface relates
to the structure of the tyre, the road surface condition, the
weather condition, the speed of the EV and etc. It is an
indeterminacy value with wide variation range. Vast scale
experiments indicate that the relationship of the attachment
limit and the wheelspin rate of the driving wheel are shown in
Fig.l. [7J
a -
It'

i
,

.,
Fig.I the relat ion of the attachment coeffic ient and wheelspin rate
From the Fig.l, when the drive wheelspin rate (A)
increases from zero, the lengthwise direction factor of
adhesion increases rapidly along with it. When the wheelspin
rate reaches a certain value (At) between 0.10 and 0.30, the
lengthwise direction factor of adhesion reaches the maximum
value. After this, the drive wheelspin rate (A) increases right
along, the factor of adhesion dcereases on the contrary. When
Areaches 100%, namely the wheels simple sliding on the road,
the factor of adhesion is far less than the peak value of factor
of adhesion. When the wheelspin rate is between 0 and At,
namely the ascending branch of the lengthwise direction
attachment coefficient, the EV is in the stable area. When the
wheelspin rate is between At and I, namely the descending
branch of the lengthwise direction attachment coefficient, the
EV is in the unstable area. So considering from the hauling
ability, the lengthwise direction wheelspin rate of driving
wheel ought to be in a small area. On the other hand, when the
wheelspin rate increases, the lateral direction attachment
coefficient between the wheel and the road rapidly decreases.
So considering from the stability performance of lateral
direction, the lengthwise direction wheelspin rate of the wheel
should be smaller. If the fore wheels loses the lateral direction
attachment, the EV will lose the steering stability; if the back
wheel loses the lateral direction attachment , the EV will loss
the directional stability, and occur tail-flick phenomenon.
Therefore, the ideal lengthwise direction wheelspin rate should
be somewhat less than At, namely between 0.10 and 0.2.
III. ASR CONTROL OF THE EV
A. ASR CONTROL STRATEGY OF THE EV
Theoretically, the driving wheels spin when the driving
moment exceeds the adherence moment between the tyre and
the road. So only decreasing the EV' s electric motor' s
moment of torque or the delivery moment of torque can attain
223
the goal of ASR. In the system consisting of driver, EV and
external environment, the force and moment acting on the
driving wheels are as follows: the outputting angular force of
the electric motor, the braking moment of the arresting gear,
loading weight of the driving wheels, normal reaction of the
road and the moment of couple of resistance of rolling.
Commonly used control strategies of ASR are as follows:
adjusting the loading weight of the driving wheels, adjusting
the outputting angular force of electric motor, adjusting the
driving moment and applying brake moment on the driving
wheels, etc.
The different structural basis corresponds to different
control method. There is no electronic control suspension on
the XJTUEV-! for the experimental use, and the EV uses the
permanent magnet DC motor. In order to reduce the rotation
speed of the propelling wheel, it can adopt the method of
electric braking, and impose braking moment. The commonly
used methods of braking are energy consumption braking,
reverse connection braking, and regenerative braking. Among
the methods, the target of the reverse connection braking is to
make the motor stop, and the braking moment is big, which is
not accordance with the target of reducing the rotational speed
of the propelling wheel. The energy consumption and
regenerative braking are combined in a braking PWM period
in this paper.
When the propelling wheel wheelspining, it indicates that
the driving moment is oversize. If reducing the output torque
of the motor by adopting self adapting method and reducing
the driving moment properly, it will control the wheelspin rate
of the driving wheels, the expression of the permanent magnet
DC motor are as follows:
(1)
Where, r.,m is the electromagnetic torque, C/J is the
excitation flux, 1a is the armature current, Km is the torque
constant.
The formula above indicates that, there are two main
paths reducing the motor' s output torque: (1) Reduce the
main flux of the motor ep. In this case, it can but proceed with
flux-weakening control, and it can control the speed in small
scale yield above the rated speed. It belongs to constant output
power control method. (2) Modify the current of armature 1
a
;
in this case, it can adopt PWM chopping control. This method
is adopted in this paper.
B.THE ASR CONTROL PRINCIPLE OF EV
When the EV runs at different speeds, the EV adopts
different wheelspin control strategies to control the driving
wheel. In certain condition, making the emphasis performance
as the main control target, and considering the other
performances properly, the control target is different when the
EV runs at a different speed. So the path of putting the driving
anti-skid into effect is different'".
1) starting and acceleration: When the EV runs at the
starting and acceleration stage, the main target of anti-slip
regulation is to enhance the starting acceleration performance
of EV, namely making full use of the adhesive force of every
driving wheel to obtain the maximum hauling power.
2) Mediate speed: When the EV runs at mediate speed, the
main target of the anti-slip regulation is ensuring the stability of
driving direction, and giving consideration to the acceleration
performance.
3) High speed driving: When the EV runs at high speed,
the exclusive target of the anti-slip regulation is ensuring the
stability of driving direction, and keeping the hauling power of
every driving wheel consistent.
transformation coefficient. From the view of engineering
practice, suppose the rolling resistance and wind resistance are
relatively small and can be ignored, so:
(3)
The adhesive characters between the tyre and road surface can
be expressed withthe slip ratio, andits definitionis as follows:
(5)
(4)
0& 08 o
,-. -0 " ------___
<> 0
i ,
v-v
When the EVbraking: A= W
V
v -V
When the EV driving: A= --:;:W"--_
V
w
qJ =-1.05k[exp(-45,1) -exp(-0.45,1)] (6)
When the EV braking:
qJ = 1.05k[exp(35A) - exp(0.35A)] (7)
Where k is the state parameter of the road surface and
the value is the maximum of attachment coefficient,
namely k=qJrnax' When the k is different, the qJ- Acurve is as
follows:
Where V is the velocity of the EV, the adhesion
coefficient of tyre is the function of slip ratio and the
relationship is as follows:
When the EV driving:
"
IV. RESEARCH OF ASR CONTROL WITHOUT SPEED
SENSOR
The simulation of anti-slip regulation of EV without speed
sensor is shown as follow. The driving structure of the EV is
shown in Fig.i
S
].
Where WI,W
2
are the loading weight of the follower
wheels and the driving wheels, mi -mi are the mass of the
follower wheels and the driving wheels, Fe, F
z2
are the normal
reaction of the follower wheels and the driving wheels,
lWl,lwl are the moment of inertia, FpJ, F
p2
are the force that
the follower axis and the driving axis act on the follower
wheels and driving wheels paralleling to the road, Fa. F
X2
are
the tangential reaction from the road of the follower wheels
and driving wheels, Tn , Tn are the rolling resistance moment
of couple, T
em
' is the angular force of the half axis acting on
the driving wheels, V is the velocity of the EV, J
w
is the
moment of inertia of the wheel, T
d
, T
b
are the driving moment
and brake moment, (iJ(i, j) is the spin velocity of every wheel.
R
d
is the radius of the wheel, F
d
is the driving force, and 0,
is the regenerative braking moment.
(2)
Fig.2 the force diagram when the EV driving
The dynamic equations of EV's single wheel model:
{
J dJ.=_T - FdRd-t. -r;;
MV -r.-r-.
V
w
= OJR
d
Where F; is the air friction, T is the gross tractive effort,
F
f
is the rolling resistance, V
w
is the linear velocity, M is the
mass of the EV, and H; is nondimensional windage
'''"IL''('l:-op in rule
Fig.3 qJ- A curve
The driving force F
d
can be expressed:
(8)
Where F
z
is the normal reaction, and the below function
is attainable from the function above:
224
(j) 1
=
T Js+MR/(1-A)S
The equation above can be denoted with the model of the
single wheel, as shown in FigA.
motor can't receive directly, so an observer must be set to
evaluate the value of the EMF. In this paper, the EMF of the
DC motor is disturbing signal. The EMF observer is shown in
Fig.7. The EV' s model is expressed as }js'
Fi gA the model of the EV
In order to simplify the model, suppose
J' = J + MR
d
2
(1- A) , so the relationship between the
torque and rotational speed can be expressed as Fig.5.
lIJ,
(V
l iMs
v
Fig.7. the block diagram of the EMF observer
The transfer function G(s) from the voltage instruction
to the motor's current is as follows:
G(s)=, " J'rs,'+J's
J'Lts +J (L+ Rr)s' +(JR+ KEKTr)s+ KEKT(l- K)
(10)
i
g
is the drive ratio of the speed reducer; i
o
is the drive
ratio of the main speed reducer; 1] is the general efficiency of
the driving device from the output axis to the driving wheels;
K, is the moment coefficient of the motor; K; is the back EMF
coefficient.
When the EV driving steadily, the EV' s moment of inertia J' is
the constant value I
n
, K is the feedback gain, and the value of the
current regulator is:
G1(s) J"Lrs
3


(II)
From (10) and (1I), the transfer function from the current
instruction i* to the motor's current i is as follows:
i(s) J"Lrs
3
+J,,(L+Rt)I
t(s) .fLrs
3
J"
(12)
From (12), when the EV is in the steady-state, namely
J' = I
n
, the value of the transfer function is I, temporality,
the motor's current follows the current instruction
unconditionally, i.e. the driver can drive the EV freely.
From Fig.7, if the characteristic time t: is sufficiently
small, the EMF can be completely compensated, and the
interference doesn' t affect the current of the motor.
Contrarily, if the characteristic time is relatively large, the
system response speed is very slow, and the interference
affects the motor's current greatly. So, by adjusting the
...
.---------< K
s
Fig.5 the relationship between the torque and rotational speed
When the EV runs from the road with high attachment
coefficient into the road with low attachment coefficient, the
adhesion between the tyre and the road decreases rapidly, and
the output torque of the EV's motors keeps the value of
previous time. The driving force is greater than the adhesive
power of the road, thus the driving wheels enter the state of
wheelspin rapidly.
Because the back electromotive force (back EMF) is
proportional to the rotational speed of the motor, namely
proportional to the rotational speed of the driving wheel.
When the speed of the wheel increases, the EMF increases,
and the wheel 's acceleration decreases, at the same time, the
motor's torque reduces rapidly. So the anti-slip regulation can
make use of this principle. The method needn't complicated
calculation. Its structure is shown in Fig.6.
Fig.6 the EV system with motor
When the EV wheelspins, A increases, from the equ.9,
J' reduces, equivalently the moment of inertia reduces. So
the observer can be designed to adjust the EV' s driving
moment, and it doesn't change the character of the motor. In
the system without speed sensor, the ASR control can be
realized by using the EMF of the motor. The EMF of the
T
225
characteristic time t: , it can control the effect of the EMF to
the motor's current.
V. SIMULATION AND EXPERIMENTAL RESEARCHON ASR
OF THE REARWHEEL DRIVE
The main parameters of XJTUEV-I shown inTABLE.l.
TABLE I TilE MAIN PARAMETERS OF TilE EV
2) Simulation results with EMF observer: observe the
effect by adjusting the characteristic time r and the feedback
gain K, and simulating. The simulation conditions are same as
above, at 5th second, the EV enters the wheelspin state.
At first, supposing the feedback gain K is l , and adjusting
the characteristic time t: , the simulation results are shown in
Fig.9.
Fig.8 the simulation results without EMF obs erver
10
10
9
9
B
8
7
5 6
tis
4 5 6
tis
K=l
K=O
3
3
2
2
500
l lJC(1
500
2OCO
8
1:' 1500
--
c
2500
Fig. 10 the rotational speed of the motor
As shown from the figures above, when the EV skids, if
the feedback gain K is smaller, the decrease amplitude of the
rotational speed is larger. This character makes the rotational
speed of motor can't increase rapidly; when the feedback gain
K is big enough, the EMF of the motor can be compensated, at
this time, the current of the motor equals to the current
instruction value. When the EV skids, the rotational speed
increases rapidly.
From Fig.9 and Fig.lO, when the EV skids, the driving
moment is decided by the characteristic time t: of the EMF
observer and the gain K. By carefully adjusting these two
Fig.9 the rotational speed of the motor
As shown from the figure above, when the EV skids, if
the characteristic time t: is bigger, the decrease of the
amplitude of the rotational speed is larger. This character
makes the rotational speed of motor can't increase rapidly;
when the characteristic time r is sufficiently small, the EMF
of motor can be compensated, at this time, the current of the
motor equals to the current instruction value. When the EV
skids, the rotational speed increases rapidly.
Supposing the characteristic time t: =0.00 I, adjusting the
feedback gain, the simulation results are shown in Fig.l O.
2000
8
e- 15OO
<:
l lJC(1
(a)wheelspin rate
(b) angular velocity of the wheel
::.
3: Ib ,., '0

M 1500kg Iz 1100kg",'
a 0.9m d
J
1.215m
b 1.06m d; l .2m
h. 0.6m R,( 0.287m
CD 0.5 A 2.43m
2
Er 0. 1 K, 12.975
K.r 12.975 J... 0.5kgm
2

- : ;<lQ
f ...,n
'00
i .....0 .
0
M is the mass of the EV; lz is the Z-moment of inertia ; a
is the distance from the gravity center to the fore axle; b is the
distance from the gravity center to the back axle; d
f
is the front
gauge; d, is the rear track; h
g
is the height of the gravity center;
R
d
is the radius of the wheel; Cf) is the wind resistance factor;
A is the front face area; E
f
is the characteristic parameter of
longitudinal tyre force; K, is the initial nondimensional
sideslip stiffness of the tyre; K, is the nondimensional vertical
slip stiffnessr.z, is the rotary inertia of the wheel.
I) Simulation without observer EMF: carrying out the
simulation of the EV without observer EMF as shown in Fig.6.
Suppose the EV drives on the dry cement pavement, at 5th
second, the EV enters the ice-snow road. The simulation
results are shown in Fig.8.
::::[ : I
00 1 2 3 4 5 6 7 8 9 10
V,
1
o 1 2' :! .. !. B 'I BI { I ' 0
L"
(c) velocity of the car body
226
The simulation and experimental research results show
that when the EV runs on the low adherence road and
VI. CONCLUSION
In this paper, the operating principle, control strategy and
control method are discussed, and the mathematical model of
the EV's ASR is built. The speed sensor-less ASR controller is
designed, and the simulation and experimental research are
carried out in the refitted EV XJTUEV-1.
Fig.11 the ASRexperimental results with speed sensor
As shown from the figure above, when the EV drives, the
speed sensor-less ASR controller with EMF observer can
prevent the excessive wheelspin because of the oversize
driving force. It enhances the reliability and security of the EV,
reduces the speed detector device, and lowers the cost. It is an
ideal EV ASR control method.
REFERENCE
[I] Gerard J.HooIboom,Bama Szabados . "Nonpolluting Automob iles,"
IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY.
VOL.42.N0.4.NOVEMBER 1994.
[2] Yoichi I-Iori. Future Vehicle Driven by Electricity and Control-
Research on Four Wheel Motored "UOT Electric March II ". IEEE
TRANSACTIONS INDUSTRIAL ELECTRONICS,VOL.5I.5,
OCTOBER 2004,pp.954-962.
[3] Keun-Ho Hyun.Design of a speed controller for permanent magnet
synchronous motor in pure electric vehicle appli cations . 2007
Internat ional Conference on Control, Automation and Systems-ICCAS ,
Seoul South Korea, 2007,pp.1623-8.
[4] S. I-I. Kataoka . Optimal Drive Forum: Control of EV based on Road
Status Observing [A]. MQSET dissertat ion of he University of
Tobo.200\.
[5] Cern Unsal. Pushkin Kachroo . Sliding Mode Measurement Feedback
Control for Ant ilock Braking System[J]. In IEEE on Control System
Technology, 1999,7(2) :271
[6] lIimshi Fujimoto. TakeOSaito. Toshihiko Noguch i. Motion Stabil ization
Control of Electric Vehicle under Snowy Condit ions Based on Yaw-
Moment Observer[ A]. The 8th IEEE International Workshop on
Advanced Motion Control. Kawasaki ,
[7] Shin-ichiro Sakai and Yoichi. Hori. Lateral motion stabil ization of 4
wheel-motored EV based on wheel skid prevent ion[A]. The
17th.Electr ic Vehicle Sympos ium EVSJ, Montreal , Canada , 2000:
140.
[8] Binggang Cao; Zhifeng Bai; Wei Zhang ,Research on control for
regenerative braking of electric vehicl e.2005 IEEE International
Conference on Vehicular Electronics and Safety Proeeedings,Shaan'xi
China.2005
dimidiate road, it is easy to cause the driving wheel to quick-
speed wheelspin. The road lengthwise attachment coefficient
can be fully used, the side direction adherence capability is
poor, it cause the hauling ability isn't ideal, and threat to the
safety.
The speed sensor-less ASR controller with EMF observer
can control the wheelspin rate around 0.15, and play the ASR
role. The controller reduces the speed detector device,
decreases the cost, and enhances the drive performance and
active safety performance . It is an ideal EV ASR control
method.
7 4
:./ s
]
2
c

o.
"
c,
1,-;'
1.
s:
,.
0
parameters, it can play the role of ASR. In effect, it equals to a
PI ASR controller.
For the refitted EV XJTUEV-1, the characteristic time
t: =10 and the gain K=0.8, the experimental conditions are as
follows: the EV runs on the dry road initially, CfJx = 0.8 at 2nd
second, the EV runs onto the ice-snow road, CfJx =0.1 the
experimental results are shown in Fig.II .
\.( I, ,--....---.----,,--,.---.----.---r---,
227