IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO.

1, JANUARY/FEBRUARY 2004 153

Characteristics of Speed Sensorless Vector Controlled

Dual Induction Motor Drive Connected in Parallel
Fed by a Single Inverter
Kouki Matsuse, Fellow, IEEE, Hirotoshi Kawai, Yuusuke Kouno, and Jun Oikawa

Abstract—A method of improving the stability of mul-

tiple-motor drive system has been devised that employs the
averages and differences of estimated parameters for field-ori-
ented control. The parameters of each motor (stator current, rotor
flux, and speed) are estimated using adaptive rotor flux observers
to achieve sensorless control. The validity and effective of the
proposed method have been demonstrated through simulations
and experiments.
Index Terms—Adaptive rotor flux observer, parallel-connected
dual induction motors, sensorless drive, vector control.
Fig. 1. Current model of dual induction motors connected in parallel.
I. INTRODUCTION
rotor flux observers are used to estimate stator currents, rotor
I N VECTOR control, one inverter generally drives one in-
duction motor. However, in industrial applications such as
electric railways and steel processing, one inverter may drive
fluxes, and motor speeds. The theory behind this approach has
previously been reported [5], [13], [14]. This study investigated
the effectiveness of the proposed method through simulations
multiple induction motors connected in parallel for reasons of
and experiments. Simulations were carried out on stepwise
cost performance, compactness, and lightness.
changes in the torque and speed, and experiments were per-
One important practical application is railway traction drives
formed on a stepwise change in the speed. The results for the
in which from two to four induction motors must operate in
change in torque were compared with those obtained by the
parallel [1]. Most multiple-motor drive systems employ either
conventional method.
“single-motor” vector control, which treats motors connected as
one large motor, or a drive system controlled by a single speed
II. VECTOR CONTROL OF DUAL INDUCTION MOTORS
sensor attached to the most suitable of the motors. If for some
reason an imbalance arises among the torques and currents, the A. Current Model
drive system becomes unstable. Fig. 1 shows a current model of dual induction motors con-
Various types of multiple-motor drive systems have been nected in parallel. The source current from the inverter is
proposed to solve this problem [2]–[4]. In this work, the aver- divided into two parts: to Motor 1 and to Motor 2. ,
ages and differences of the parameters of the motors are used to the average of and , and , the current flowing directly
obtain a more accurate representation of the conditions of the between the motors, can be written in terms of and as
system. Furthermore, to achieve sensorless control, adaptive follows:

(1)
Paper IPCSD 03–113, presented at the 2002 Industry Applications Society
Annual Meeting, Pittsburgh, PA, October 13–18, and approved for publica-
tion in the IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS by the Industrial (2)
Drives Committee of the IEEE Industry Applications Society. Manuscript sub-
mitted for review July 1, 2002 and released for publication October 21, 2003. In the following discussion, indicates an average and
K. Matsuse is with the Department of Electrical and Electronic Engineering,
Meiji University, Kawasaki 214-8571, Japan (e-mail: matsuse@isc.meiji.ac.jp). indicates a difference. When the loads on the motors are unbal-
H. Kawai was with the Department of Electrical and Electronic Engineering, anced, does not equal . Therefore, we must choose which
Meiji University, Kawasaki 214-8571, Japan. He is now with the Development current the inverter will control. The inverter can control di-
Group, Transportation Drive Systems Dept., Toshiba Corporation, Tokyo, 183-
8511, Japan (e-mail: hirotoshi1.kawai@toshiba.co.jp). rectly because it is half the output current of the inverter .
Y. Kouno was with the Department of Electrical and Electronic Engi-
neering, Meiji University, Kawasaki 214-8571, Japan. He is now with the B. Rotor Flux of Dual Induction Motors
Power Plant Control Systems Engineering Department, Information and
Control Systems Division, Hitachi, Ltd., Hitachi 319-1293, Japan (e-mail: In a rotating reference frame, the rotor flux of the induction
yuusuke_kouno@pis.hitachi.co.jp). motor is given by the equation
J. Oikawa is with the Department of Electrical and Electronic Engineering,
Meiji University, Kawasaki 214-8571, Japan (e-mail: ce33010@isc.meiji.ac.jp).
Digital Object Identifier 10.1109/TIA.2003.821805 (3)

0093-9994/04$20.00 © 2004 IEEE

154 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 1, JANUARY/FEBRUARY 2004

where

stator current;
rotor flux;
angular frequency of the inverter;
angular velocity of the inverter;
resistance of rotor;
mutual inductance;
self-inductance of stator;
self-inductance of rotor;
value of the rotating frame of references.
When (3) is applied to Motors 1 and 2, combining the two Fig. 2. Vector model of dual induction motors.
resulting equations yields the following equation for the average
rotor flux : TABLE I
SPECIFICATIONS OF TESTED INDUCTION MOTORS

(4)

where

resulting equations yields the following equation for the average

torque :

(6)

(7)
and are the rotor fluxes of the two motors, and
indicates the - and -axes rotating at a synchronous angular
where
velocity.
If the machine parameters and speeds of the two motors are
exactly the same (that is, if , and ),
then (4) is equivalent to (3). This means that two motors can be
treated as a single under these conditions.

C. Torque of Dual Induction Motors

The equation for the torque in a rotating reference frame
is expressed by

(5) If the motors have the same machine parameters, terms are
all zero. In that case, is a function only of , and (6) takes on
where is the number of pole pairs. Just as for the rotor flux, the same form as (5). Thus, the two motors can again be treated
if we applied (5) to Motor1 and Motor 2, combining the two as a single motor under these conditions.
MATSUSE et al.: CHARACTERISTICS OF SPEED-SENSORLESS VECTOR-CONTROLLED DUAL INDUCTION MOTOR DRIVE 155

Fig. 3. System configuration.

D. Reference Current of Proposed Method

Fig. 2 illustrates a vector model of dual induction motors con-
nected in parallel. and are the rotor fluxes of the motors;
is the average of and ; and is half the differ-
ence between them. To perform vector control, the is aligned
with the axis which rotates at a synchronous angular velocity.
This is the standard axis for vector control.
In (4) and are divided into – -axes components, then
(4) is expressed for and as follows:

(a)
(8)

Since the average rotor flux is constant, equals

zero, and since is aligned with the axis, and
. Then (8) is expressed by

(9)

From (9), we obtain the reference current , used to control

the average rotor flux

(10)

In (6) and are divided into – -axes components then

(b)
(6) is expressed by:

Fig. 4. Unbalanced-load test: PI-P control (simulation). (a) Torque response.

(11) (b) Motor speed.
156 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 1, JANUARY/FEBRUARY 2004

(a) (b)

(c) (d)
Fig. 5. Unbalanced-load test (simulation result). (a) Torque response (proposed method). (b) Motor speed (proposed method). (c) Torque response (conventional
method). (d) Motor speed (conventional method).

Since is aligned with the axis, and
Then, (11) is expressed by
(12)
and from (12), we obtain the reference current , used to con-
trol the average torque
(13)
In these equations, indicates reference values and indicates
estimated values.
It is possible to apply this method to the four-machine drive
used in electric railways. However, the equation for the current
reference becomes more complex as the number of motors in-
creases, and differences among the diameters of the wheels give
rise to differences among the angular velocities of the rotors of
the motors [6].
III. SYSTEM CONFIGURATION OF PROPOSED METHOD
Table I shows the specifications of the dual induction motors
used in the simulations and the experiments. Both motors had
the same specifications.
Fig. 3 shows the system configuration that implements the
proposed method. The main components are two adaptive rotor
flux observers, calculating blocks for the two current references,
. a vector rotation block, and a pulsewidth-modulation (PWM) in-
verter. Proportional plus integral (PI) control is used to calculate
the torque reference from the difference between the speed ref-
erence and the speed estimated by the observer. In [5], both PI
and P control were used because the torque has an upper limit.
In this study, the upper limit on the torque was not determined
on the basis of the torque of each motor, but rather on the basis
of the average torque, in order to prevent excessive current flow.
This made it possible to apply PI control to each motor.
The average torque reference is calculated from the torque
references of the two motors. The current reference used to de-
termine the average rotor flux is calculated from the average
rotor flux reference. The current reference used to determine the
average torque reference is calculated from the average torque
reference. The rotor fluxes and the speeds of the motors are es-
timated by using adaptive rotor flux observers (see [7]–[12] for
the details).
IV. CONVENTIONAL METHOD
Simulations were used to compare the proposed method with
the conventional method. The conventional method treats two
motors as one large motor; and the current references are given
by
(14)
(15)
MATSUSE et al.: CHARACTERISTICS OF SPEED-SENSORLESS VECTOR-CONTROLLED DUAL INDUCTION MOTOR DRIVE 157

(a) (b)

(c) (d)

(e) (f)
Fig. 6. Unbalanced-load test (simulation results for proposed method). (a) Torque response. (b) Motor speed. (c) Stator current (Motor 1): rotating frame of
reference. (d) Stator current (Motor 2): rotating frame of reference. (e) Stator current (average): rotating frame of reference. (f) Circulating stator current: rotating
frame of reference.

where method cannot handle speed differences arising from unbal-

anced loads, because the difference between the rotor speeds
of the two motors is not taken into account. This method has the
same system configuration as the proposed method, except that
average values are used for all the parameters and variables.

V. RESULTS AND DISCUSSION

These equations are obtained from general vector control; and
in calculations, the values of the variables are simply the av-
erages of the machine parameters and state parameters. This
A. Unbalanced-Load Test (PI-P Control)
Fig. 4 shows some simulation results for an unbalanced-load
test. In this simulation, the torque of Motor 1 is calculated using
PI control and the torque of Motor 2 is calculated using P con-
trol. The motor speed command is set to 400 r/min. Initially,
neither motor has a load; and Motor 1 is given a 4.0-N m load
after 1 s. The torque response clearly follows the load for each
158
(a)
(c)
(e)
Fig. 7. Unbalanced-load test (simulation results for proposed method). (a) Torque response. (b) Motor speed. (c) Stator current (Motor 1): rotating frame of
reference. (d) Stator current (Motor 2): rotating frame of reference. (e) Stator current (average): rotating frame of reference. (f) Circulating stator current: rotating
frame of reference.
motor [Fig. 4(a)]. However, even though the estimated speed of
each motor is controlled in a stable manner, the speed of Motor
2 is very different from the command speed [Fig. 4(b)]. These
results demonstrate that PI control enables Motor 1 to follow
the speed command when a load torque is applied, whereas P
control does not enable Motor 2 to follow the speed command.
B. Unbalanced-Load Test: Case 1 (PI-PI Control)
Fig. 5 shows some simulation results for a stepwise in the
torque: Fig. 5(a) and (b) are for the proposed method, and
Fig. 5(c) and (d) are for the conventional method. The motor
speed command is set to 400 r/min. The two induction motors
initially have no load, and Motor 2 is given a 4.0-N m load after
1 s. The torque response clearly follows the load in Fig. 5(a)
(proposed), but not in Fig. 5(c) (conventional). Therefore,
IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 1, JANUARY/FEBRUARY 2004
(b)
(d)
(f)
the estimated speeds for the proposed method in Fig. 5(b)
are stable because the motor speeds of both motors are fed
back and compare with the speed command, thus enabling the
difference between them to be reduced. As a result, the speed
of each motor converges uniformly. In contrast, the estimated
speeds for the conventional method in Fig. 5(d) are unstable
because only the average speed is fed back for comparison with
the speed command. This allows the motors to diverge. In both
cases, the applied load torque is 32% of the rated value for the
motors.
C. Unbalanced-Load Test: Case 2
Fig. 6 shows some simulation results for the proposed
method for an unbalance load. The motor speed command
is set at 1000 r/min. Initially, neither motor has a load; and
MATSUSE et al.: CHARACTERISTICS OF SPEED-SENSORLESS VECTOR-CONTROLLED DUAL INDUCTION MOTOR DRIVE 159

(a) (b)
Fig. 8. Load—stator current characteristics. (a) Unbalanced load (“1” indicates a load is added only to Motor 1; “2” indicates a load is added only to Motor 2).
(b) Same load.

(a) (b)

(c)
Fig. 9. Speed-step-change test (simulation results for proposed method). (a) Torque response. (b) Motor speed. (c) Stator current: rotating frame of reference.

Motor 2 is given a 3-N m load that lasts for 3 s. Fig. 6(a) shows
that the torque response follows the load for each motor. In
Fig. 6(b), when the conditions for the two motors are different,
the estimated speeds of both deviate form the speed command;
but when they are the same, the estimated speeds match the
speed command. This is because , , etc., are all zero
when the conditions are the same, thus allowing the two motors
to be treated as a single motor. Fig. 6(c)–(f) shows the stator
current and the circulating stator current. In Fig. 6(c)–(e), it
can be seen that , , and are almost constant and that
changes in accordance with the load. Fig. 6(f) shows that
the circulating stator current flows while unbalanced loads are
being applied to the motors; flows during the same period;
and is constant and almost equal to zero.
D. Unbalanced-Load Test: Case 3
Fig. 7 shows some simulation results for the proposed method
for a different unbalanced load. The motor speed command is set
at 1000 r/min. Initially, neither motor has a load; and Motor 2 is
given a 3-N m load after 1 s, and Motor 1 is given a 3-N m load 3
s later. Fig. 7(a) shows that the torque response follows the load
for each motor. In Fig. 7(b), we see that the performance is ex-
actly the same as for the previous unbalanced load test (Case2).
That is, the estimated speed deviate from the speed command
only when the conditions of the two motors are different; oth-
erwise, they match the speed command. Fig. 7(c)–(f) shows the
stator current and circulating stator current. In Fig. 7(c)–(e), it
can be seen that , and are almost constant, while
160 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 1, JANUARY/FEBRUARY 2004

(a) (b)

(c)
Fig. 10. Speed-step-change test (experimental results). (a) Torque response. (b) Motor 1 speed. (c) Motor 2 speed.

, , and change in accordance with the load. Fig. 7(f) VI. CONCLUSION
shows that the circulating stator current flows while unbalanced The authors have devised a method of vector control for dual
loads are being applied to the motors; flows during the same induction motors connected in parallel that is based on aver-
period; and is constant and almost equal zero. ages and differences. The uses of adaptive rotor flux observers
eliminates the need for speed sensors. The validity and effec-
E. Stator Current Characteristics
tiveness of the proposed method were confirmed through simu-
Fig. 8 shows circulating stator currents, and for lations and experiments. The proposed method has an advantage
the steady state after unbalanced loads are applied to the two for an unbalanced load.
motors. The speed command is set to 400 r/min. In Fig. 8(a),
“1” indicates that a load is added only to Motor 1, and “2” indi- REFERENCES
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[10] T. Yamada, K. Matsuse, and K. Sasagawa, “Sensorless control of Hirotoshi Kawai was born in Tokyo, Japan, in 1978.
direct-field-oriented induction motor operating at high efficiency using He received the B.E. and M.E. degrees in electrical
adaptive rotor flux observer,” in Proc. IEEE IECON’96, 1996, pp. and electronic engineering from Meiji University,
1149–1154. Kawasaki, Japan, in 2001 and 2003, respectively.
[11] I. Sato, H. Kubota, K. Matsuse, H. Ohta, and Y. Hori, “Zero frequency In 2003, he joined Toshiba Corporation, Tokyo,
operation for sensorless vector controlled induction machine using Japan, where he has been engaged in the develop-
extended Kalman filter,” in Proc. IPEC, Tokyo, Japan, 2000, pp. ment of a traction inverter system.
1149–1154. Mr. Kawai is a Member of the Institute of Electrical
[12] K. Matsuse, S. Taniguchi, T. Yoshizumi, and K. Namiki, “High effi- Engineers of Japan.
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Nov./Dec. 2002.

Kouki Matsuse (SM’88–F’96) received the B.E.,

M.E., and Ph.D. degrees in electrical engineering
from Meiji University, Tokyo, Japan, in 1966, 1968, Yuusuke Kouno was born in Osaka, Japan, in 1977.
and 1971, respectively. He received the B.E. and M.E. degrees in electrical
In 1971, he joined the faculty of Meiji University engineering from Meiji University, Kawasaki, Japan,
as a Lecturer of Electrical Engineering. Since in 2000 and 2002, respectively.
1979, he has been a Professor in the Department He joined Hitachi, Ltd., Tokyo, Japan, in 2002. He
of Electrical Engineering. He served as the Dean has been engaged in the development of power plant
of the School of Science and Technology from control.
1996 to 2002. In 1980, he was a Visiting Professor
of Electrical Engineering at Iowa State University
of Science and Technology, Ames, for five months. He was invited to be
a Guest Professor in the Department of Electrical Engineering, Tsinghua
University, China, in 1998. In 1987, he was an International Consultant to
the United Nations Industrial Development Organization. He has authored 60
IEEE TRANSACTIONS-class papers, 113 published refereed full-conference
papers, and is the holder of 14 patents, including four U.S. patents. He is
the coauthor of seven books and coeditor of Sensorless Control of AC Motor
Drives (Piscataway, NJ: IEEE Press, 1996). His research interests are power
electronics, microprocessor-based controllers for static power converters and
drives, adjustable-speed ac drives, and ac machines.
Dr. Matsuse was a Member-at-Large of the IEEE Industry Applications So-
ciety (IAS) Executive Board for 1998–2001. He is a member of the IAS In-
dustrial Drives, Industrial Power Converter, and Power Electronics Devices and
Components Committees of the IAS. He served as the Chairperson of the Tokyo
Chapter of the IAS for 1999–2000. He received the Outstanding Paper Award
in 1992 from the Institute of Electrical Engineers of Japan (IEEJ), the IAS Out-
standing Achievement Award in 2000, and the IEEJ Outstanding Achivement Jun Oikawa was born in Chiba, Japan, in 1978.
Award in 2003. He was the Society Vice President (1992–1994), the Society He received the B.E. degree in electrical and elec-
President (1996), and the Chairperson of the Editorial Board (1990–1993) of the tronic engineering in 2003 from Meiji University,
IEEJ Industry Applications Society (IEEJ IAS). He served as the Chairperson Kawasaki, Japan, where he is currently working
of the Management Committee of the IEEJ 1995 International Power Elec- toward the M.E. degree in the development of
tronics Conference (IPEC-Yokohama’95), and as the Organizing Committee control technology for motor drives.
Chairperson of IPEC-Tokyo 2000. He serves as the Chairperson of the Japanese Mr. Oikawa is a Member of the Institute of Elec-
National Committee of IEC-TC22 (Power Electronic Systems and Equipment), trical Engineers of Japan.
and a Member of the Japanese National Committee of IEC-SC22E and IEC-
SC22F.