A Power Presizing Methodology for Electric Vehicle

Traction Motors
Bekheira Tabbache, Sofiane Djebarri, Abdelaziz Kheloui, Mohamed Benbouzid

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Bekheira Tabbache, Sofiane Djebarri, Abdelaziz Kheloui, Mohamed Benbouzid. A Power Presizing
Methodology for Electric Vehicle Traction Motors. International Review on Modelling and Simula-
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A Power Presizing Methodology for Electric Vehicle Traction Motors
Bekheira Tabbache1,2, Sofiane Djebarri2, Abdelaziz Kheloui1 and Mohamed Benbouzid2

Abstract–This paper proposes a methodology for presizing the power of an electric vehicle
traction motor. Based on the vehicle desired performances, the electric motor optimal power can
be calculated. The final objective is to meet the design constraints with minimum power under the
European urban (ECE-15) and sub-urban (EUDC) driving cycles. The power presizing
methodology is validated through extensive simulations for different induction motor-based
electric vehicles. Copyright © 2013 Praise Worthy Prize S.r.l. - All rights reserved.

Keywords: Electric vehicle, induction motor, power presizing, driving cycle.

Nomenclature Nm = Electric motor speed;

Pm = Electric motor power;
EV = Electric Vehicle; Pb = Base power.
V = Vehicle speed;
Vb = Vehicle base speed;
Vcr = Vehicle cruising speed; I. Introduction
 = Grade angle;
Recently, electric vehicles including fuel-cell and
Pv = Vehicle driving power;
hybrid vehicles have been developed very rapidly as a
Fw = Road load;
solution to energy and environmental problems. From the
Fro = Rolling resistance force;
point of view of control engineering, EVs have much
Fsf = Stokes or viscous friction force;
attractive potential [1].
Fad = Aerodynamic drag force;
The shortcomings, which caused the EV to lose its
Fcr = Climbing and downgrade resistance force;
early competitive edge, have not yet been totally
 = Tire rolling resistance coefficient overcome. Indeed, EVs have a low energy density and
(0.015 <  < 0.3); long charging time for the present batteries. Therefore,
m = Vehicle mass; optimal energy management is very important in EVs; in
g = Gravitational acceleration constant; addition, optimum design of the electric motor, selection
kA = Stokes coefficient; of a proper drive, and optimal control strategy are the
 = Air density; other major factors in EVs [2-8].
Cw = Aerodynamic drag coefficient Selection of traction motors for the EV propulsion
(0.2 < Cw < 0.4); systems is a very important step that requires special
Af = Vehicle frontal area; attention. In fact, the automotive industry is still seeking
V0 = Head-wind velocity; for the most appropriate electric propulsion system. In
F = Tractive force; this case, key features are efficiency, reliability and cost.
km = Rotational inertia coefficient The process of selecting the appropriate electric
(1.08 < km < 1.1); propulsion systems is however difficult and should be
a = Vehicle acceleration; carried out at the system level. In fact, the choice of
J = Total inertia (rotor and load); electric propulsion systems for EVs mainly depends on
m = Electric motor mechanical speed; three factors: driver expectation, vehicle constraint, and
TB = Load torque accounting energy source [11-13].
for friction and windage; In this context, this paper proposes a methodology for
TL = Load torque; presizing the electric motor propulsion power of an EV.
Tm = Electric motor torque; The electric motor optimal power is therefore calculated
i = Transmission ratio; regarding the EV desired performances and given driving
t = Transmission efficiency; cycles. The main objective behind is to find the electric
R = Wheel radius; motor minimum weight, volume, and cost that meet the
JV (JW) = Shaft (wheel) inertia moment; design constraints with minimum power under the
Jm = Electric motor inertia; adopted driving cycles. The proposed power presizing
 = Wheel slip; methodology, which does not depend on the electric
motor type, is illustrated for an induction motor-based EV The mechanical equation (in the motor referential)
under the European urban (ECE-15) and sub-urban used to describe each wheel drive is expressed by
(EUDC) driving cycles.
d m
J  TB  TL  Tm (8)
dt
II. EV Dynamic Analysis
This section derives the driving power to ensure the The following equation is derived due to the use of a
EV operation (Fig. 1) [6]. reduction gear.

II.1. Road Load and Tractive Force m

 W heel  and TW heel  T m i  t (9)
i
The road load consists of
The load torque in the motor referential is given by.
F w  Fro  Fsf  Fad  Fcr (1)
T L W heel R
The rolling resistance force Fro is produced by the tire TL   Fw (10)
i i
flattening at the roadway contact surface.
The vehicle global inertia moment in the motor
F ro   m g co s  (2)
referential is given by

The rolling resistance force can be minimized by keeping

 J  JW  JV
the tires as much inflated as possible. 
 1 R
2 (11)
 J V  m 2 (1   )
F sf  k AV (3)  2 i

Aerodynamic drag, Fad, is the viscous resistance of air

acting upon the vehicle.
III. Electric Motors for EVs
Major types of electric motors adopted or under
1 consideration for electric vehicles include the dc motor,
Fad   C w A f (V  V 0 )
2
(4) the induction motor, the permanent magnet synchronous
2
motor, and the switched reluctance motor (Fig. 2) [7].
The climbing resistance (Fcr with positive operational For EVs propulsion, the cage induction motor seems to
sign) and the downgrade force (Fcr with negative be candidate that better fulfils their major requirements
operational sign) is given by [7]. It has therefore been chosen to illustrate the proposed
power presizing method. However, it should be noted that
Fcr   m g sin  (5) the pressing approach does not depend on the electric
motor type.
Figure 3 shows the induction motor drive
The tractive force in an electric vehicle is supplied by characteristics that should be dealt with when used as the
the electric motor in overcoming the road load. The EV propulsion [7], [13-14].
equation of motion is given by

dV IV. Electric Motor Power Presizing

km m  F  Fw (6)
dt
IV.1. Transmission Gear Ratio
t i J m  2 J w
2

where k m  1  2 The induction motor developed force on the EV driven

mR
wheels is expressed by
The net force (F – Fw), accelerates the EV (or F Moving direction
decelerates it when Fw exceeds F).
Fsf Fad
II.2. Electric Motor Ratings and Transmission Fro Fad
Cg
Fcr Roadway
The power required to drive an EV has to compensate x
mg Fsf
the road load Fw. y Fro
-mg

Pv  V F w (7)
Fig. 1. Elementary forces acting on a vehicle.
 iTm
F  t (12)
R

The transmission gear ratio i is designed such that the

EV reaches its maximum speed at the induction motor
maximum speed.

 N m _ m ax R
i (13)
30V m ax
(a) DC motor. (b) Induction motor.

A high value of this ratio has the advantage of allowing

the use of high-speed motors which have a better power
density, but with the disadvantage of more volume and
then higher cost. A good compromise is generally not to
exceed a value of i = 10 [12]. Moreover, if the induction
motor has a wide constant power region, a single-gear
transmission would be sufficient for a high-tractive force
at low speeds.

(c) PM brushless motor. (d) Switched reluctance motor. IV.1. Induction Motor Power Presizing
Fig. 2. Electric motor types for EVs [7]. Basic vehicle performance includes maximum cruising
speed, gradeability, and acceleration. The induction motor
power presizing is done for an EV whose data are given
in the Appendix.
In this first presizing stage, the EV operation consists
of three main segments: initial acceleration, cruising at
P ow er the vehicle maximum speed and cruising at maximum
gradeability.
1) Initial acceleration.
P ow er The characteristic values of
T orque the EV force-speed profile, as illustrated by Fig. 4, are the
base power, the base and the maximum speeds. The
electric motorT orque
maximum speed must correspond to the
vehicle maximum one.
B ase M axim u m
speed speed
In the case of initial acceleration, the induction motor
power presizing is based on two steps: The first one is
done under simplifying assumptions (null aerodynamic
C onstant torqu e region C onstant p ow er region
S peed force). The second
S peed one takes into account all the EV
resistance forces. The solution of (6) uses the base speed
(a) Electric traction. and the power found in the first step. The boundary
conditions of (6) are: at t = 0, V = 0 and at t = tf, V = Vcr.

F (N)

P ow er Fb

P ow er

T orq u e Pb = FV = Constant

T orq u e

M axim u m
speed

S p eed S p eed V (km/h)

ant p ow er region

(b) Tractive effort versus speed. Vb Vcr Vmax

Fig. 3. EV typical characteristics. Fig. 4. EV force-speed profile.

 Using (6), the EV acceleration time is defined by It illustrates the necessary power-speed profile for the EV
initial acceleration in order to obtain the induction motor
Vf
k1 optimal power and base speed Vb which can be obtained
ta   F  ( k 2V
2
 k3 )
dV (14) so as
0

d Fb
where Vf is the final speed; k1, k2, and k3 are constants  D m ax
dt
values: k1 = kmm; k2 = 0.5ξCwAf; k3 = mg(sinα + cosα).
This expression can reformulated as
Dmax is a compromise between the induction motor
power and the acceleration force. In fact, Dmax is chosen
ta k
2
   kb  in order to minimize the power without a significant
   b log  b
b
  kb  1 (15)
b  b  kb  b 1  increase of the acceleration force.
Figure 5 shows that below Vb = 0.4Vcr, it is not
Pb Vb k m V cr interesting to decrease Vb because the necessary power
with  b  , kb  , b  . does not greatly decrease. On the other hand, the
k 3 m gV cr V cr k3 g
acceleration force tends to considerably increase. This
will lead to an increased propulsion motor size (the torque
The analytical solution of (15) is shown by Fig. 5.
is an important dimensioning parameter in terms of size
x 10
4 and weight). In this case, the first EV base parameters are
4 the base speed (Vb = 0.4Vcr = 32 km/h) and the base
power (Pb = 48.53 kW).
3.5
Using these base values, the presizing second step
consist in finding (6) numerical solution including all the
3
resistance forces. In this case, the obtained initial
Necessary force Fb (N)

acceleration time is larger than that specified in the

2.5
ta = 10 sec
desired performance. The correction of the base power
2
and speed values are done using an iterative procedure
combining analytical and numerical solutions. The new
1.5 value is then: Pb = 54.86 kW, as illustrated by Fig. 6.
2) Cruising at vehicle maximum speed on ground
1 level. To validate the base power and speed choices, it is
mandatory to evaluate the induction motor power and
0.5 torque in different operation modes and in particular at
the vehicle maximum speed (Vmax).
0 The power requirement to cruise at the EV maximum
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Vb/Vcr speed is given by
(a)
1
 C w A f  V m ax  V 0  V m ax   m gV m ax
2
4 PV m ax  (16)
x 10 2
8.5
4
8 x 10
10

7.5
Necessary power Pb (W)

9
7
Necessary power (W)

6.5 ta = 10 sec 8

6
7
5.5

5
6

4.5

5
4
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Vb/Vcr
4
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
(b)
Vb/Vcr
Fig. 5. Necessary force and power:
Acceleration from 0 to 80 km/h in 10 sec on ground level. Fig. 6. Electric motor power: Step 1 (green) and step 2 (blue).
 140
At Vmax, the necessary power is about 22.18 kW. It is
EUDC
lower than the previous one found for initial acceleration.
120
However, in case if the obtained power is greater, PVmax
should be considered as the electric motor power rating.
100
3) Gradeability checking. The power found in the
previous section is able to propel the EV at a regular

EV speed (km/h)
ECE
highway speed (120 km/h) on a flat road. Using the 80

induction motor torque and speed profiles, the necessary

power on a 15% and 10% graded road can be evaluated. 60

Figure 7 indicates that the motor above calculated

power of 54.86 kW can propel the EV at 76.80 km/h and 40

99.80 km/h on a 15% and 10% graded road, respectively.

20

 50
V. Driving Cycles-Based Power Presizing 0
0 2 4 6 8 10 12
Time (sec)
Another important consideration in the electric motor
power presizing is the average power when driving with Fig. 8. The European ECE + EUDC driving cycle.
some typical stop-and-go driving patterns.
The average power can be obtained by
4
x 10
T T 4
1 1  1 dV
Paverage    2  C   m g  V dt  k
2
w
AfV m
m dt (17)
T 0  T 0
dt 3

Average power without

It is difficult to describe the road load and vehicle 2 regenerative braking
Necessary power (W)

speed variations in all actual traffic environments

accurately and quantitatively. However, some 1
representative driving cycles have been developed to
emulate typical traffic environments. Among them, the
0
European Elementary urban cycle (ECE), the sub-urban Average power with
regenerative braking
cycle (EUDC) and sub-urban cycle for low-powered
vehicles (EUDCL) (Fig. 8) [15]. -1

Figure 8 shows then the EV electric motor necessary

power in the case of European driving cycles with and -2
without regenerative braking. Compared to the needed
power shown in Fig. 9 (Paverage = 7.46 kW without  50
-3
0 2 4 6 8 10 12
regenerative braking and Paverage = 6.17 kW with Time (sec)
regenerative braking), the optimal power found in the
previous section is greater and can therefore meet the Fig. 9. Electric necessary power for the ECE + EUDC driving cycles.
power requirement in these driving cycles.

For a comparative illustration, Table 1 show typical

4
x 10 data for US well-know driving cycles; the FTP 75 urban
12
and highway driving cycles [14].
The proposed power presizing methodology of an EV
10
15% electric motor can finally be summarized in the flowchart
shown by Fig. 10.
Necessary power (W)

10%
6 Table 1. Typical Data of Different Driving Cycles [14].

Average power Average power

4 Vmax Vaverage
full regenerative no regenerative
(km/h) (km/h)
braking (kW) braking (kW)
2
FTP 75
86.4 27.9 3.76 4.97
Urban
0
0 20 40 60 80 100 120 140 FTP 75
V (km/h) 97.7 77.4 18.3 23.0
Highway

Fig. 7. The electric motor necessary power for gradeability. ECE-15 120 49.8 7.89 9.32
 F Moving direction

Fsf Fad

EV
EV Dynamics
Dynamics
Fro
Fcr

mg
Cg
Fad

Fsf
Roadway
x
y Fro
-mg


140

EUDC

Power
Power at
at EV
120

EV 100

EV speed (km/h)
ECE

Initial
Initial acceleration
acceleration (15) Driving
Driving cycles
80

(15) maximum cycles 60

maximum speed
speed (16)
40

(16) 20

0
0 2 4 6
Time (sec)
8 10
 50
12

Including
Including air
air resistance
resistance Average
Average power
power (17)
(17)
(4)
(4)

No
ifif tt  ttaa

Yes Yes Yes

ifif PPVmax >P
Vmax > Paa
ifif PPavav >> PPVmax
Vmax

No No

PPopt =P
opt = Pbb
PPopt = P Vmax
opt = PVmax
PPopt = P av
opt = Pav

If
If PPavav >> PPaa
No

Popt is the optimal power; Yes

Pa is the necessary power for acceleration (ta = 10 sec);
PVmax is the power at EV maximum speed; PPopt = P av PPopt =P
opt = Pav opt = Paa
Pav is the average power.

Fig. 10. Flowchart of the proposed power presizing methodology.

VI. EV Control Tests Using a Presized For the validation of the obtained maximum
Induction Motor gradeability, Fig. 12 illustrates the sliding mode control
performances of the 37 kW induction motor-based EV
The aim of this section is to check the induction motor- including the 15.6% graded road. Figure 12a shows that
based EV performance under road load, especially the very good speed tracking performances are achieved.
climbing resistance, and then choose the induction motor Moreover, as clearly shown by the EV dynamics (Fig.
necessary power to propel the EV in normal driving 12.b), the developed torque variations are as large as are
cycles. For that purpose a sliding mode approach has been the variations of the accelerator pedal and the road profile.
adopted to carry-out control tests on three induction The same control performances have also been
motors for different graded road [16-18]. For that achieved with the 15 and 75 kW induction motor-based
purpose, the acceleration and the corresponding time are EV: The obtained results clearly validate the proposed
defined by the European driving cycles illustrated by Fig. power presizing methodology.
8.
Simulations are carried-out on different induction
motors with different power ratings. These simulations VII. Conclusion
use the same above defined EV, whose parameters are This paper has proposed a methodology for presizing
given in Appendix. The main objective here is to find the the electric motor propulsion power of an EV. Indeed, the
minimum motor weight, volume and cost that will meet electric motor optimal power was calculated regarding the
the design constraints with minimum power under the EV desired performances and given driving cycles; the
European ECE and EUDC driving cycles. After the European urban (ECE-15) and sub-urban (EUDC) driving
average power calculation, the control uses standard cycles in our case. The main objective was to meet the
motors: 15 kW, 37 kW and 75kW, whose rating are given design constraints with minimum power under the
in the Appendix. In this case the control is implemented adopted driving cycles.
in the extended constant power range. The power presizing methodology, which does not
The maximum gradeability of each motor is obtained depend on the electric motor type, has been validated
by an iterative procedure using the EV model as indicated through extensive simulations for different induction
by Fig. 11. This Figure also shows necessary motor-based EVs using a well-established advance
instantaneous and average powers to propel the EV. control technique.
 4
x 10 400
7

350
6

300

Electric motor speed (rad/sec)

5
250
4.41%
4
200
Necessary power (W)

3 150

100
2

Average power 50
1

0
 50
-50
0 2 4 6 8 10 12
Time (sec)
-1

 50 (a) Reference and the induction motor speed.

-2
0 2 4 6 8 10 12
Time (sec) 800

(a) 15 kW induction motor.

600
4
x 10
12
400
Electric motor torque (Nm)

10 200

0
8 15.60%
Necessary power (W)

-200

-400

4
 50
-600
Average power 0 2 4 6 8 10 12
Time (sec)

2
(b) The induction motor torque.

Fig. 12. The 37 kW induction motor-based EV control performances.

 50
0
0 2 4 6 8 10 12
Time (sec)

(b) 37 kW induction motor. Appendix

2.5
x 10
5
Electric Vehicle Data

– Data: m = 1500 kg,  = 0.015, Cw = 0.3, Af = 2 m2; R = 0.27 m,

v0 = 0;
2 – Acceleration: 0–80 km/h in 10 sec on ground level;
– Speeds: Vmax = 120 km/h, Nm_max = 4000 rpm;
– Transmission: t = 90% (single-gear + differential)
Necessary power (W)

1.5 36.7%
Rated Data of the 15 kW Induction Motor

1
15 kW, 1480 rpm, p = 2
Rs = 0.2147 , Rr = 0.2205 
Ls = 0.065181 H, Lr = 0.065181 H, M = 0.0641 H
Average power
J = 0.102 kgm², kf = 0.009541 Nms
0.5

Rated Data of the 37 kW Induction Motor

 50
0
0 2 4 6
Time (sec)
8 10 12 37 kW, 1480 rpm, p = 2
Rs = 0.0851 , Rr = 0.0658 
(c) 75 kW induction motor. Ls = 0.0314 H, Lr = 0.0291 H, M = 0.0291 H,
J = 0.37kg.m², kf = 0.02791Nmsec
Fig. 11. Maximum gradeability and necessary powers.
 Rated Data of the 75 kW Induction Motor techniques,” IEEE Trans. Vehicular Technology, vol. 56, n°2, pp.
519-528, March 2007.
[18] A.B. Proca, A. Keyhani and J.M. Miller, “Sensorless sliding-mode
37 kW, 1480 rpm, p = 2
control of induction motors using operating condition dependent
Rs = 0.03552, Rr = 0.02092 models,” IEEE Trans. Energy Conversion, vol. 18, n°2, pp. 205-
Ls = 0.015435 H, Lr = 0.015435 H, M = 0.0151 H 212, June 2003.
J = 1.25 kgm², kf = 0.03914 Nmsec
1
Ecole Militaire Polytechnique, UER ELT, 16111 Algiers, Algeria.
2
University of Brest, EA 4325 LBMS, Rue de Kergoat, CS 93837, 29238
References Brest Cedex 03, France (e-mail: Mohamed.Benbouzid@univ-brest.fr).

[1] C.C. Chan, A. Bouscayrol and K. Chen, “Electric, hybrid, and fuel- Bekheira Tabbache was born in Chlef, Algeria
cell vehicles: Architectures and modeling,” IEEE Trans. Vehicular in 1979. He received the B.Sc. and the M.Sc.
Technology, vol. 59, n°2, pp. 589-598, February 2010. degrees in electrical engineering, from the
[2] X.D. Xue, K.W.E. Cheng, J.K. Lin, Z. Zhang, K.F. Luk, T.W. Ng Polytechnic Military Academy, Algiers,
and N.C. Cheung, “Optimal control method of motoring operation Algeria, in 2003 and 2007 respectively. He is
for SRM drives in electric vehicles,” IEEE Trans. Vehicular currently working toward the Ph.D. degree in
Technology, vol. 59, n°3, pp. 1191-1204, March 2010. electric vehicle fault-tolerant control with the
[3] T.D. Batzel and K.Y. Lee, “Electric propulsion with the sensorless University of Brest, Brest, France.
permanent magnet synchronous motor: model and approach,” IEEE In 2004, he joined the Electrical
Trans. Energy Conversion, vol. 20, n°4, pp. 818-825, December Engineering Department of the Polytechnic
2005. Military Academy, Algiers, Algeria as a
[4] C.T. Pan and J.H. Liaw, “A robust field-weakening control strategy Teaching Assistant.
for surface-mounted permanent-magnet motor drives,” IEEE
Trans. Energy Conversion, vol. 20, n°4, pp. 701-709, December
2005. Sofiane Djebarri was born in Algeria in 1984.
[5] S. Barsali, M. Ceraolo and A. Possenti, “Techniques to control the He received the B.Sc and M.Sc. degrees in
electricity generation in a series hybrid electrical vehicle,” IEEE electrical engineering, from the National
Trans. Energy Conversion, vol. 17, n°2, pp. 260-266, June 2002. Polytechnic School, Algiers, Algeria, and the
[6] B. Tabbache, A. Kheloui, M.E.H. Benbouzid, N. Henini, “SDTC- University of Paris-Sud 11, France, in 2009
EKF control of an induction motor based electric vehicle,” and 2010 respectively. He is a Teaching and
International Review of Electrical Engineering, vol. 5, n°3, pp. Research assistant at the French Naval
1033-1039-432, June 2010. Academy since September 2010.
[7] M. Zeraoulia, M.E.H. Benbouzid and D. Diallo, “Electric motor He is currently pursuing Ph.D. studies on
drive selection issues for HEV propulsion systems: A comparative electrical machines design for renewable
study,” IEEE Trans. Vehicular Technology, vol. 55, n°6, pp. 1756- energy applications in collaboration with the
1764, November 2006. University of Brest.
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efficiently generating induction motor for driving hybrid electric
Abdelaziz Kheloui received the M.Sc. degree
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in Electrical Engineering from the Ecole
491, January 2005.
Nationale d’Ingénieurs et Techniciens of
[9] B.M. Baumann, G. Washington, B.C. Glennand and G. Rizzoni,
Algeria (ENITA), Algiers, Algeria in 1990 and
“Mechatronic design and control of hybrid electric vehicles,”
the Ph.D. degree also in electrical engineering
IEEE/ASME Trans. Mechatronics, vol. 5, n°1, pp. 58-72, March
from the National Polytechnic Institute of
2000.
Lorraine, Nancy, France in 1994. Since 1994
[10] G. Rizzoni, L. Guzzella and B.M. Baumann, “Unified modeling of
he has been an Associate than a Full Professor
hybrid electric vehicle drivetrains,” IEEE/ASME Trans.
at the Electrical Engineering Department of the
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Polytechnic Military Academy, Algiers,
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Algeria.
control of the induction motor propulsion of an electric vehicle,” in
His current research interests are control
Proceedings of the IEEE VPPC’10, Lille (France), pp. 1-6,
of electrical drives and power electronics.
September 2010.
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Proceedings of the IEEE VPPC’10, Lille (France), pp. 1-6, M’95–SM’98) was born in Batna, Algeria, in
September 2010. 1968. He received the B.Sc. degree in electrical
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characteristics of the induction motor used for hybrid electric Batna, Algeria, in 1990, the M.Sc. and Ph.D.
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508, January 2005. from the National Polytechnic Institute of
[14] M. Ehsani, Y. Gao, and A. Emadi, Modern Electric, Hybrid Grenoble, Grenoble, France, in 1991 and 1994,
Electric, and Fuel Cell Vehicles: Fundamentals, Theory, and respectively, and the Habilitation à Diriger des
Design, CRC Press, 2009. Recherches degree from the University of
[15] A. Froberg and L. Nielsen, “Efficient drive cycle simulation,” Picardie “Jules Verne,” Amiens, France, in
IEEE Trans. Vehicular Technology, vol. 57, n°3, pp. 1442-1453, 2000.
May 2008. After receiving the Ph.D. degree, he joined the Professional Institute
[16] Y. Wang, X. Zhang, X. Yuan, and G. Liu, “Position-sensorless of Amiens, University of Picardie “Jules Verne,” where he was an
hybrid sliding-mode control of electric vehicles with brushless DC Associate Professor of electrical and computer engineering. In
motor,” IEEE Trans. Vehicular Technology, vol. 60, n°2, pp. 421- September 2004, he joined the University Institute of Technology (IUT)
432, February 2011. of Brest, University of Brest, Brest, France, as a Professor of electrical
[17] M.E.H. Benbouzid, D. Diallo and M. Zeraoulia, “Advanced fault- engineering. His main research interests and experience include analysis,
tolerant control of induction-motor drives for EV/HEV traction design, and control of electric machines, variable-speed drives for
applications: From conventional to modern and intelligent control traction, propulsion, and renewable energy applications, and fault
diagnosis of electric machines.