3414 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO.

9, SEPTEMBER 2009
An Induction-Motor Speed Estimator Based on
Integral Sliding-Mode Current Control
Mihai Comanescu, Member, IEEE
AbstractThis paper presents a speed-estimation method for
the induction-motor (IM) drive that is based on a special current-
control scheme called Integral Sliding-Mode Current Control
(ISM-CC). Classic current control for the IM drive is done by
regulating the dq synchronous reference frame currents using
PI controllers with or without a decoupling compensator. If a
decoupling compensator is used, the speed and the motor parame-
ters are needed to compute the decoupling voltages. Often, the
speed (or the speed estimate) is not available, and the decoupling
compensator is omitted; this leads to a degraded performance
of the current controller. The ISM-CC scheme was developed for
the decoupled control of the dq currents and does not require
the knowledge of the speed. In the ISM-CC, PI controllers act on
simulated ideal plant models, and the resulting command voltages
are complemented with voltages generated by SM controllers. It
is shown that the SM controllers play the same role as the com-
pensation voltages produced by a decoupling compensator. The
speed estimator is constructed based on this observationspeed
is estimated through algebraic calculations. This paper describes
both the ISM-CC method and the speed estimator. Simulations
and experimental results on a 1/4-hp three-phase IM conrm the
validity of the method.
Index TermsCurrent control (CC), induction motor (IM),
integral sliding mode (ISM), sensorless control, speed estimation.
NOMENCLATURE
p Derivative operator.

r
Rotor mechanical speed.
n
p
Number of pole pairs.
R
s
, R
r
Stator and rotor resistances.
L
m
, L
s
, L
r
Magnetizing, stator, and rotor inductances.

r
Rotor ux magnitude.
Inverse of rotor time constant.
V
d
, V
q
Voltages in synchronous reference frame.
i
d
, i
q
Currents in synchronous reference frame.

r
,
r
Rotor uxes in stationary reference frame.
I. INTRODUCTION
I
N AN induction-motor (IM) drive, the presence of a speed
sensor is generally undesirable because it reduces the
ruggedness of the drive. If the speed signal is needed in the
Manuscript received June 23, 2008; revised March 3, 2009. First published
March 24, 2009; current version published August 12, 2009.
The author is with Penn State Altoona, Altoona, PA 16601 USA (e-mail:
muc23@psu.edu).
Color versions of one or more of the gures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identier 10.1109/TIE.2009.2017554
control algorithm, it is often preferable to use a speed estimate
rather than the measured speed.
The speed of the IM can be estimated based on the electrical
measurements, and several methods are available [1]. A rst
category of speed estimators is based on the IM model in one
of the reference frames (model-based estimators). Asecond cat-
egory uses the anisotropy characteristics of a specic machine
(such as slotting); generally, these estimators are less portable
and less often used.
IM sensorless algorithms can be classied based on the
objective of control into two types.
In sensorless speed control, the objective is to control the
speed of the drive to follow a given reference speed. It is there-
fore necessary to estimate the speed. The difference between
the reference and the estimated speed is fed into a controller
which produces the reference q-axis current.
In sensorless torque control, the objective is to produce
a given torque (for drive acceleration or deceleration). For
operation below the base speed, this is done by controlling the
torque current i
q
while i
d
is kept constant. The speed estimate
is not needed in the scheme and is generally of no interest.
According to this classication, apparently, only one of the
two sensorless schemes discussed requires a speed estimate.
This is not necessarily truethe speed estimate is needed in
both the aforementioned schemes if decoupled current control
is intended.
This paper discusses the concept of classic decoupled cur-
rent control and introduces the Integral Sliding-Mode Current
Control (ISM-CC) scheme. The ISM-CC scheme regulates and
decouples the synchronous dq currents without knowledge of
the IM speed.
The proposed speed estimator is a by-product of this current-
control scheme. A typical application of the ISM-CC scheme
and of the speed estimator would be in a sensorless speed
control IM drive.
Regarding the existing IM speed-estimation methods, speed
can be computed directly based on algebraic equations that
are derived from the motors model [1]; however, the accuracy
is not good. Another well-known method is based on the
slip equation but the accuracy depends signicantly on the
rotor resistance (which varies with operating conditions and is
generally unknown).
There are several other speed-estimation methods that use
the entire set of IM equations and depend on an even larger
set of parameters. The extended Kalman lter method [2],
[3] appends the speed as an additional state in the IM model
and constructs an estimator based on state-space methods. The
0278-0046/$26.00 2009 IEEE
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COMANESCU: INDUCTION-MOTOR SPEED ESTIMATOR BASED ON INTEGRAL SM CURRENT CONTROL 3415
resulting system is generally difcult to implement and gives
average accuracy. Another class of speed estimators is based
on the Model Reference Adaptive System (MRAS) principle
and uses adaptation theory. Speed estimators that use the rotor
uxes as reference [4], [5] or the back electromotive forces [6]
are well known.
A particular class of speed estimators is based on sliding-
mode (SM) theory [7], [8]. The observer in [7] estimates the
IM stationary frame uxes and the speed. The work in [9]
describes three different SM MRAS speed observers and shows
that they have better properties than the classic MRAS method.
An SM observer for uxes, speed, and rotor time constant is
presented in [10] while an SM adaptive speed estimator was
reported in [11]. Three recent contributions in SM for IM drives
are [12][14].
The main concerns related to speed estimation are steady-
state accuracy, dependence on motor parameters, and dynamic
behavior. Generally, all model-based methods have accuracy
problems since they depend on motor parameters. The accuracy
can be improved by mapping the parameters to the operat-
ing conditions or by using additional sensors. In [15], stator-
mounted temperature sensors are used to update the value of
the stator resistance while [16] uses an algorithm for the online
estimation of the magnetizing inductance.
Most known speed estimators also have an important char-
acteristic: They are stand-alone systems that are insulated from
the rest of the sensorless algorithms (they are universally ap-
plicable). For example, the speed estimator based on the slip
method can be used in any IM drive irrespective of how current
control is done (or how eld orientation is done).
The speed estimator described in this paper is not universal;
it is only available and can only be implemented in conjunction
with the ISM-CC. This current-control scheme was developed
in order to decouple the dynamics of the dq currents. The
ISM-CCcurrent controller consists of a PI and an SMcontroller
(on each axis). The ISM-CCis an attractive alternative to classic
decoupled current control because it does not use the speed
signal (or the speed estimate).
The SM controllers play the same role as the compensation
voltages of the classic method, and this is the key observation
for the development of the speed estimator.
This paper presents the ISM-CC scheme and explains the
similarity between ISM and traditional decoupling. Then, the
principle of the speed estimator is explained, and this is vali-
dated with simulations and experimental results.
II. SYNCHRONOUS REFERENCE FRAME DECOUPLED
CURRENT-CONTROL METHOD
The equations of the IM currents in the synchronous refer-
ence frame aligned with the rotor ux are [17]
pi
d
=i
d
+
r
+n
p

r
i
q
+L
m
i
2
q

r
+
1
L
s
V
d
(1)
pi
q
=i
q
n
p

r
n
p

r
i
d
L
m
i
q
i
d

r
+
1
L
s
V
q
. (2)
Fig. 1. Scheme for induction-machine decoupled current control.
The parameters , , and are
=1
L
2
m
L
s
L
r
(3)
=
L
m
L
s
L
r
(4)
=
1
L
s
_
L
2
m
L
s
L
r
R
r
+R
s
_
. (5)
The model of the current dynamics is constructed by taking
the Laplace transform of (1) and (2). For each axis, the plant
dynamics can be split into two parts: a transfer function and an
additional term (Fig. 1). The current controllers are designed
according to this plant dynamics and must satisfy the control
requirements for a certain type of reference inputs. For an IM
drive in particular, the requirement is to regulate the currents
with zero steady-state error for reference inputs that are step
functions or functions of lower exponent (constant functions).
Additionally, the transient behavior of the currents under closed
loop control should have the desired dynamics.
To satisfy these requirements, the controller outputs a com-
mand voltage that comes from the sum of two terms: The rst
term is generated by a PI (V

d
and V

q
, respectively); the second
term is a compensation voltage (V
comp
d
and V
comp
q
) [18][20].
The controller-plant scheme is shown in Fig. 1.
The compensation voltages are looking to cancel the addi-
tional plant dynamics in Fig. 1. Their expressions are
V
comp
d
= L
s
_
n
p

r
i
q
+L
m
i
2
q

r
_
(6)
V
comp
q
=L
s
_
n
p

r
+n
p

r
i
d
+L
m
i
q
i
d

r
_
. (7)
Note that, for example, if (6) is inserted in (1), this control
component cancels the terms that do not depend on i
d
. In Fig. 1,
the compensation voltages are supposed to cancel the terms
that occur in front of the transfer functions of the plant. After
cancellation, the overall dynamics is reduced, and the PI gains
can be easily designed.
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3416 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 9, SEPTEMBER 2009
In order to implement the current-control scheme in Fig. 1,
the following must be done.
1) The reference currents i
ref
d
and i
ref
q
and the real cur-
rents i
d
and i
q
must be fed in the PIs to generate V

d
and V

q
. These four currents are available. The reference
currents are generated by the structures behind the cur-
rent controllersspeed and ux controllers or lookup
tablesand i
d
and i
q
are measured.
2) Terms V
comp
d
and V
comp
q
must be computed (and added
to V

d
and V

q
). This computation requires the knowledge
of four things: the motor parameters (assumed known),
the currents (measured), the IM speed
r
(not necessar-
ily known), and the ux magnitude
r
(not necessarily
known).
Generally, the scheme in Fig. 1 can be relatively unpleasant
to implement, particularly in the initial software development
stage of an IM drive (where a speed estimator is not yet used
and the emphasis is on securing proper eld orientation).
As an example, assume a sensorless torque control drive
where the speed is not measured, i
ref
q
is generated by an acceler-
ation pedal (there is no speed controller and no speed feedback),
and the rotor angle is found by indirect eld orientation. In this
case, variables
r
and
r
are not available; consequently, the
control algorithm would need to add a speed estimator and a
ux estimator for the sole purpose of being able to compute the
voltages V
comp
d
and V
comp
q
.
When this difculty occurs, most implementations simply
omit the decoupling voltages and use what is left of the scheme
in Fig. 1 (PI controllers alone). This has some consequences on
the performance of the current controller.
1) The dq axis currents will be coupled. As a result,
changing the reference current in one axis produces a
transient disturbance in the other axis. This results in a
transient distortion in the waveform of the torque.
2) Current i
q
cannot be regulated if the reference input is a
step function (as in sensorless torque control). Since the
motor accelerates or decelerates, the speed is a ramp func-
tion, and a PI alone cannot reject the extra terms in Fig. 1
and is unable to regulate i
q
[21]. The steady-state errors of
the currents can be reduced by increasing the proportional
gains of the PIs. This approach generally works ne but
the gains may need to be reduced if noise is an issue.
III. ISM-CC
The concept of current control by ISM was inspired by the
general method presented in [7] and [22]. Briey, the idea is
to cancel the extra dynamics of the plant in Fig. 1 using dis-
continuous (SM) terms rather than the traditional (continuous)
compensation voltages.
The development of the ISM-CC method is briey presented
in the following; a detailed treatment can be found in [23].
Consider the general dynamic system
x = f(x) +B(x)u (8)
and suppose that there exists a feedback control law u
0
(x) such
that the feedback system has desired properties. We will denote
this ideal closed loop system as
x
0
= f(x
0
) +B(x
0
)u
0
. (9)
Under real conditions, system (8) operates under uncertainty
conditions that occur due to parameter variations, unmodeled
dynamics, or disturbances. As a result, the real dynamics is
x = f(x) +B(x)u +h(x, t) (10)
where h(x, t) is a bounded disturbance that can be rejected by
the control. The problem is to nd a control u such that the state
trajectories of the disturbed system (10) coincide with those of
the ideal system (9) from the beginning of the motion. In other
words, the system with disturbance should satisfy x(t) x
0
(t)
from the initial time instant. To design the control u, the idea
is to add to u
0
a second component u
1
whose action will reject
the unknown disturbance. If u
1
is a discontinuous control, the
condition is
B(x)u
1eq
= h(x, t) (11)
where u
1eq
is the equivalent control (average value) of u
1
.
Following the derivation in [7], the control u
1
is designed as
u
1
= M sign(s) (12)
s =s
0
x +z (13)
z =
s
0
x
[f(x) +B(x)u
0
] (14)
z(0) = s
0
(x(0)) . (15)
Manifold s contains two terms: s
0
(x) is a conventional mani-
fold that should be selected as a linear combination of the
system states; z is the integral term given by (14); the gain M
is a design parameter.
For the current loops in Fig. 1, consider that the compen-
sation voltages cancel perfectly the coupling terms. Then, all
that is left are the transfer functions of the plant and the PI
controllers. If constant plant parameters are considered, the PIs
are designed for pole-zero cancellation. This system will be
denoted as the ideal system and corresponds to (9).
Consider now that the extra terms of the plant dynamics
act like a disturbance to the plant transfer functions. The idea
is to use switching (SM) controllers on both axes (instead of
compensation voltages) to reject these disturbances.
In Fig. 1, the disturbances h(x, t) corresponding to (10) are
h
d
=n
p

r
i
q
+L
m
i
2
q

r
(16)
h
q
= n
p

r
n
p

r
i
d
L
m
i
q
i
d

r
. (17)
ISM controllers with switching outputs are used to reject
these disturbances (which are considered unknown). Overall,
for each axis, the controller output has two components: One
is continuous; the other one is the ISM output (discontinuous).
The continuous component is u
0
and is designed for the ideal
system. Control u
0
is generated using models of the ideal
current dynamics (Fig. 2).
The application of the general method described by (12)(15)
for both the d- and q-axes gives the following.
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COMANESCU: INDUCTION-MOTOR SPEED ESTIMATOR BASED ON INTEGRAL SM CURRENT CONTROL 3417
Fig. 2. Current control by ISM.
First, for the d-axis ISM controller
u
ISM,d
= M
d
sign(s
d
) (18)
s
d
=P
1d
i
d
+z
d
(19)
z
d
= P
1d
_
( L
m
)i
d
+
1
L
s
u
0,d
_
(20)
z
d
(0) =0. (21)
For the q-axis, the equations of ISM controller are
u
ISM,q
= M
q
sign(s
q
) (22)
s
q
=P
1q
i
q
+z
q
(23)
z
q
= P
1q
_
i
q
+
1
L
s
u
0,q
_
(24)
z
q
(0) =0. (25)
The terms P
1d
and P
1q
are design parameters that should
be chosen based on simulation. The gains M
d
and M
q
are
also design parameters that must satisfy the conditions M
d
>
max(hd) and M
q
> max(hq). Note that the controller uses
transfer function models of the ideal dq current dynamics in
order to generate the components u
0,d
and u
0,q
. The outputs
of the current models are the ctitious currents i
sim
d
and i
sim
q
.
They will be called the simulated or the model currents (in
implementation, they are simulated in the DSP controller).
Finally, note that the ISM-CC scheme does not use the motor
speed for any calculations.
IV. SPEED ESTIMATION BASED ON ISM-CC
The ISM controllers in Fig. 2 play the same role as the com-
pensation voltages given by (6) and (7) in Fig. 1. However, the
ISMs have switching (discontinuous) outputs due to the sign
functions in (18) and (22) while the compensation voltages are
continuous signals.
It will be shown by simulation that the average values of
the ISM outputs (which are obtained by low-pass ltering)
Fig. 3. Modied ISM-CC scheme.
TABLE I
MOTOR SPECIFICATIONS AND PARAMETERS
correspond exactly to the compensation voltages. The ISM
speed estimator is developed based on this observation.
The average values of the switching terms u
ISM,d
and u
ISM,q
are denoted as
eq
d
and
eq
q
. Since they match the compensation
voltages, it follows that

eq
d
= L
S
_
n
p

r
i
q
+L
m
i
2
q

r
_
(26)

eq
q
=L
S
_
n
p

r
+n
p

r
i
d
+L
m
i
q
i
d

r
_
. (27)
After some manipulation, we can write
_
n
p
i
q
L
m
i
2
q

r
n
p

r
+n
p
i
d
L
m
i
q
i
d

r
_

_
=
1
L
s
_

eq
d

eq
q
_
. (28)
The determinant in (28) is = n
p
L
m
i
2
q
and is different from
zero when i
q
= 0. Then, system (28) has a unique solution.
The speed estimate can be computed algebraically as

r
=

eq
d
i
d
+
eq
q
i
q
n
p

r
i
q
L
s
. (29)
The speed estimate in (29) uses the measured dq cur-
rents, some motor parameters, and also the equivalent controls
(average values)
eq
d
and
eq
q
. The quality of the speed esti-
mate depends on the quality of the components that enter the
calculation; usually, it requires low-pass ltering.
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3418 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 9, SEPTEMBER 2009
Fig. 4. Compensation voltages versus ltered ISM outputs.
The control voltages V
d
and V
q
in Fig. 2 are generated by
summing two components. At a given sampling time, they are
V
d
=u
0,d
+M
d
sign (s
d
(k)) (30)
V
q
=u
0,q
+M
q
sign (s
q
(k)) . (31)
The terms u
0,d
and u
0,q
are continuous while M
d
and M
q
come from the SM controllers and are discontinuous. As a
result, the control components on both axes are discontinuous,
and the resulting space vector that is given for execution to
the pulsewidth modulation (PWM) algorithm is discontinuous
(does not rotate smoothly). Because of that, the scheme in Fig. 2
produces currents with a high ripple and is not practical.
The scheme is modied by ltering the outputs of the SM
controllers (Fig. 3).
With this scheme, the control voltages are continuous, and
the ripple in the currents can be kept at a reasonable level;
however, the fast action of the SM motion is lost. The design
of the lters is a tradeoff: if a high bandwidth is used, the
control voltages have a higher ripple but the motor currents
are smoother. With low bandwidth lters, the control voltages
are smoother but the currents have a high ripple (they oscillate
around their references). Note that there are several IM parame-
ters that contribute to the accuracy of the speed estimate in (29).
However, , , and L
S
vary with the saturation level of the
motor. In addition, the accuracy of the speed estimate depends
indirectly on R
r
since this inuences and in (20) and (24)
and manifolds z
d
and z
q
inuence the ltered terms
eq
d
and

eq
q
. The behavior of the ISM speed estimate under improper
parameters is, however, a separate topic and is not treated in
this paper.
V. SIMULATION RESULTS
Simulations are carried out using the Simulink package. A
three-phase 1/4-hp squirrel cage IM is used. The specications
and parameters are given in Table I.
The IM drive is operated using direct eld orientation (DFO).
The rotor uxes in the stationary reference frame are obtained
with a voltage model observer. The drive is operated in speed
control mode, and the proposed ISM speed estimator is inves-
tigated. The drive works with a xed i

d
= 0.2 p.u. (1 p.u. =
4.5 A), and i

q
is generated by a speed PI controller.
The motor is started toward a speed of 180 r/min, and
after the speed has stabilized, at t = 0.4 s, the speed
command is changed to 540 r/min. The load torque is constant
T
L
= 0.1 N m.
The PI gains used in the scheme in Fig. 3 are the following:
k
d
= 5.81, k
q
= 5.81, T
d
= 0.0026, and T
q
= 0.0018. For the
motor considered, the PIs are designed such that the zero of the
PI cancels the pole of the plant (for both axes). The closed-loop
poles of the current loops are placed at 200 (for both axes).
The design parameters of the ISM controller are M
d
=
50, M
q
= 50, P
1d
= 0.1, and P
1q
= 0.1. The low-pass lters
(LPFs) in Fig. 3 have bandwidths of 37.5 Hz (for both axes).
Fig. 4 is shown to conrm the principle that allows the
development of the ISM speed estimatorthe ISM outputs
(ltered) are equal to the compensation voltages produced with
the classic method. The voltages shown are equal in magnitude,
have identical shapes, and conrm the validity of (26) and (27).
The compensation voltages are not used in the scheme; they
were recorded only for comparison.
Fig. 5 shows the waveforms of i
d
and i
q
versus the model
currents i
sim
d
and i
sim
q
. It can be seen that, except for the
ripple levels, they match very well. This corresponds to the
theoretical claim of the ISM method that the addition of
the switching controllers makes the disturbed system behave
like the ideal system. For the scheme in Fig. 3, the addi-
tion of the ISM voltages makes the real plant [which is dis-
turbed by the terms (16) and (17)] behave like the ideal plant
(which consists the transfer functions that produce the currents
i
sim
d
and i
sim
q
).
Fig. 6 shows the components u
ISM,q
(top),
eq
q
(middle),
and V
q
that contribute to the command voltages on the q-axis.
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COMANESCU: INDUCTION-MOTOR SPEED ESTIMATOR BASED ON INTEGRAL SM CURRENT CONTROL 3419
Fig. 5. Real dq currents and model currents with ISM current control.
Fig. 6. Command voltages with ISM current controlq-axis.
The signal u
ISM,q
is ltered to get
eq
q
, and it is responsible
for the ripple in the total command voltage. The smooth signal
in the middle of Fig. 6 is the voltage u
0,q
which is generated
by the PI controller. The waveforms of the command voltage
components for the d-axis are shown in Fig. 7. Note the ripple
in the total voltage which comes from the ltering of u
ISM,d
.
Fig. 8 shows the IM uxes in the stationary reference
frame and
r
. Despite the ripple in the dq currents, the
uxes are still smooth, and the rotor position is of adequate
quality.
Fig. 9 shows the ISM estimated and the real speedthey
match very well. They are slightly different after startup be-
cause the denominator of (29) is initially small. The ISM speed
estimate was ltered with a 60-Hz lter.
In conclusion, assuming known motor parameters, the pro-
posed method estimates the IMspeed with no steady-state error.
The estimate is obtained algebraically and is low-pass ltered.
The transient dynamics of the estimate during the acceleration
at t = 0.4 s depends on the lter bandwidth.
VI. EXPERIMENTAL RESULTS
The IM used in the experiment is a Dayton 2N863M three-
phase squirrel cage machine (parameters are given in Table I).
The motor is powered by a Spectrum Digital insulated-gate
bipolar transistor inverter. The DSP for controller implemen-
tation is a TMS320F2812 (32-b xed point). The control algo-
rithm is entirely executed in one 66.6-s interrupt (the inverter
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3420 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 9, SEPTEMBER 2009
Fig. 7. Command voltages with ISM current controld-axis.
Fig. 8. Fluxes and rotor position with ISM current control.
switching frequency is 15 kHz). The currents are measured
using Hall sensors. The stator voltages are computed using the
duty cycles of the inverter and the measured dc bus voltage.
A system diagram is shown in Fig. 10.
The drive is eld oriented by DFO using the ux observer in
[24] (this observer does not use the IM speed).
The experimental waveforms are obtained using the second
PWMchannels of the F2812 DSP chip. The variables of interest
are used as duty cycles on a PWM state machine that runs at
30 kHz; the resulting waveforms are ltered with hardware RC
lters and displayed on a scope. The setup allows the display of
three signals at a time.
The motor is operated in sensorless speed control mode.
The reference current i

d
is set at a constant value of 0.2 p.u.
(1 p.u. = 4.5 A). Current i

q
is generated by a speed PI con-
troller. The speed signal used for feedback is estimated using
the slip method in [1] with
=
1
n
p
_

synch

L
m
T
r

i
q

r
_
. (32)
In the experiments, the speed is commanded from 0.1 p.u. to
0.3 p.u. (1 p.u. = 1800 r/min). The tests are done at no load.
The LPFs in Fig. 3 have a bandwidth of 37.5 Hz.
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COMANESCU: INDUCTION-MOTOR SPEED ESTIMATOR BASED ON INTEGRAL SM CURRENT CONTROL 3421
Fig. 9. Real speed versus ISM estimated speed.
Fig. 10. Block diagram of the experimental system.
Fig. 11 shows the voltage generated by the d-axis ISM
controller (unltered and ltered) and the total control volt-
age V
d
. Fig. 12 shows the control voltage components for
the q-axis: Signal u
ISM,q
and its ltered version
eq
q
are
shown along with the voltage u
0,q
. It can be seen how
the voltage component brought by the ISM increases with
speed in order to compensate the speed-dependent terms
in (7).
Fig. 13 shows the currents i
q
and i
sim
q
and the total control
voltage V
q
. Note the switching aspect of V
q
that produces a
relatively noisy i
q
, and note the envelope of i
q
that matches
the shape of the model current i
sim
q
.
Fig. 14 shows the rotor uxes

and

and the rotor

position
r
. Despite the noisy currents, the uxes are relatively
smooth, and the rotor position is of good quality.
Figs. 15 and 16 show three speed signals along each other for
the 0.10.3-p.u. acceleration (Fig. 15) and the corresponding
deceleration (Fig. 16). The signal on Channel 1 is the speed
estimate obtained with the classic slip method (32), and the
ltered version is shown on Channel 2. The ISM speed estimate
is shown on Channel 3it matches the other speed quite well
in both magnitude and dynamic behavior.
The ISM speed estimate shown was obtained using (29)
and was ltered with a 2.25-Hz LPF. Note that the bandwidth
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3422 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 56, NO. 9, SEPTEMBER 2009
Fig. 11. Signals u
ISM,d
,
eq
d
, and V
d
with ISM-CC, 60 V/div, and
500 ms/div.
Fig. 12. Signals u
ISM,q
,
eq
q
, and u
0,q
with ISM-CC, 60 V/div, and
500 ms/div.
Fig. 13. Currents i
q
, i
sim
q
, and V
q
with ISM-CC, 0.675 A/div, 60 V/div, and
500 ms/div.
of this lter rarely corresponds to the one used in simula-
tion. This is due to the different conditions (PWM switching,
noise, and offsets) that are not considered in the simulation.
Fig. 14. Estimated rotor uxes

, and rotor position

r
with ISM-CC,
0.2 Wb/div, and 200 ms/div.
Fig. 15. Estimated speed, estimated speed ltered, and ISM estimated speed
for 0.10.3-p.u. acceleration, 400 r/min/div, and 500 ms/div.
Fig. 16. Estimated speed, estimated speed ltered, and ISM estimated speed
for 0.10.3-p.u. deceleration, 400 r/min/div, and 500 ms/div.
The transient slope of the estimate depends on this lter
bandwidth.
Fig. 17 shows the currents i
q
and i
d
and the rotor position for
the 0.10.3-p.u. step in speednote the ripple in the currents.
The following are some observations regarding the
implementation.
1) The ISM-CC method requires the design of the gains
M
d
and M
q
. For that, a simulation of the motor under
the specic speed/load cycle should be run in order to
monitor the compensation voltages. The gains selected
should satisfy, at a minimum, M
d
h
d
and M
q
h
q
for
the desired speed range.
2) The voltage terms in (16) and (17) to be compensated
by the ISMs increase with speed. If drive operation is
intended for a wide speed range, the SM gains must be
high. The voltage generated by the q-axis ISM controller
(
eq
q
) has considerable magnitude compared to u
0,q
and
is the major contributor to the total control V
q
. As a result,
the gain M
q
is generally high.
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COMANESCU: INDUCTION-MOTOR SPEED ESTIMATOR BASED ON INTEGRAL SM CURRENT CONTROL 3423
Fig. 17. Currents i
q
and i
d
and rotor position with 0.675 A/div and
200 ms/div.
3) The gains M
d
and M
q
are not independent. At limit, it
should be checked that the command voltage does not ex-
ceed the maximumvoltage available, i.e.,
_
M
2
d
+M
2
q
<
V
max
PWM
. At high speed, the term to be compensated (h
d
)
becomes larger than M
q
. Then, current control on the
q-axis is lost, and the SM motion disappears. For the
intended speed range, it should be checked that the dc
bus is not saturated. If saturation occurs, current control is
lost, and this is no different than when using a traditional
current controller.
4) The performance of the ISM-CC method depends signi-
cantly on the LPF bandwidth in Fig. 3. If light ltering is
used, the command voltages V
d
and V
q
have high switch-
ing content, and the currents are relatively smooth. If
heavy ltering is used, the command voltages are smooth
but the currents tend to oscillate. In practice, a tradeoff
that gives good overall performance should be found.
5) The equivalent controls as dened in [7] are obtained by
low-pass ltering and correspond to (26) and (27).
VII. CONCLUSION
This paper has presented a speed-estimation method for the
IM drive. The method is based on a special current-control
scheme called ISM-CC. On each of the dq axes, the current
controllers consist of a PI plus a switching controller whose
action rejects a part of the plant dynamics. The average values
of the ISM switching voltages correspond to the compensation
voltages of the classic decoupling current-control method. The
speed is estimated based on this observation. The ISM speed es-
timator obtained has good steady-state accuracy and acceptable
dynamic behavior. The theoretical development of the speed
estimator has been validated by simulations and experimental
results.
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Mihai Comanescu (S00M05) received the B.S.
degree from Bucharest Polytechnic University,
Bucharest, Romania, in 1992, and the M.S. and Ph.D.
degrees in electrical engineering from The Ohio
State University, Columbus, OH, in 2001 and 2005,
respectively.
He is currently an Assistant Professor of electrical
engineering at Penn State Altoona, Altoona, PA. His
research interests are in the areas of power electron-
ics, estimation and control of motor drives, renew-
able energy, and motion control systems.
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