International Journal of Power Electronics and Drive Systems (IJPEDS)

Vol. 15, No. 3, September 2024, pp. 1369~1378

ISSN: 2088-8694, DOI: 10.11591/ijpeds.v15.i3.pp1369-1378  1369

Design an optimal robust integral signum of the error controller

for electrical vehicle based on salp swarm optimization
algorithm

Arkan A. Jassim1, Ekhlas H. Karam2, Mohammed Moanes E. Ali1

1
Department of Electrical Engineering, University of Technology, Baghdad, Iraq
2
Department of Computer Engineering, Mustansiriyah University, Baghdad, Iraq

Article Info ABSTRACT

Article history: The electric vehicle (EV) has nowadays become a suitable alternative to
clean and sustainable energy emissions in transportation, so researchers have
Received Mar 15, 2023 become interested in modeling and controlling the electric vehicle.in this
Revised Feb 18, 2024 paper, an optimal robust integral signum of the error (ORISE) controller is
Accepted Mar 2, 2024 designed to control the actuator speed of an electric vehicle. The actuator
type of this vehicle is three-phase induction motor (IM). By reducing the
discrepancy between the desired and actual output, the standard salp swarm
Keywords: algorithm (SSA) is utilized to find the optimal suggested ORISE parameter.
The suggested controller tested by different desired velocity trajectory.
Electrical vehicle Simulation results demonstrate that the ORISE have high performance, fast
PID controller and accurate tracking for the EV speed, compare with PID controller that the
Robust integral signum of the output speed suffer from chattering and has higher oscillation. In particular,
error controller the SSA-based ORISE controller is superior to the proportional-integral-
Salp swarm algorithm derivative (PID)-based SSA method in terms of no steady-state error and
Three-phase induction motor smallest overshoot (0.002% with ORISE while 0.05% with PID) prevention
for electric vehicle (EV) speed despite the better results of settling time and
rising time obtained in PID (1.532s and 0.785s) respectively while these
values were (1.574s and 1.915s) respectively, in ORISE. The MATLAB
(R2020a)/Simulink environment is used for all projects.
This is an open access article under the CC BY-SA license.

Corresponding Author:
Arkan A. Jassim
Department of Electrical Engineering, University of Technology
Baghdad, Iraq
Email: [email protected]

1. INTRODUCTION
The automotive sector, and particularly the electric vehicle (EV) sector, is having a period of
significant redeployment. With so many advantages that electric vehicles (EVs) provide, many firms have
begun to base their new automobile models on electricity. An eco-friendly framework that combines zero
emissions, excellent power efficiency, and minimum noise pollution underpins the dominance of EVs in the
transportation sector [1], [2]. The usage of EVs lessens a country's dependency on foreign oil imports, and on a
personal level, they are more cost-effective than gasoline due to the low maintenance needs of electric motors
and low energy prices [3]. Tax breaks and bonuses help to significantly lower the cost of operating an EV. Due
to their integrated operation with sources of clean energy, electric vehicles' advantages on economic matters
are increased even more [4] as well as the potential to offer supplementary services to the grid [5], [6].
Due to their excellent combination of affordability, dependability, and performance, induction
motors are currently the most popular alternating current or AC equipment. Several methods, ranging from

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1370  ISSN: 2088-8694

the low-cost constant voltage/frequency ratio strategy to the complex sensorless control schemes, can be used
to manage torque in induction motors. These effective strategies are being used in electric automobiles [7].
The rapid development of power electronics and micro-computing has led to substantial advancements in the
control of AC electric machinery as well as in real-time implantation applications facilities. Induction motors
(IMs), in particular, have a number of built-in benefits, including ease of use, dependability, affordability,
and nearly maintenance-free electrical drives [8]. However, since they exhibit large nonlinearities and several
characteristics, most notably the rotor resistance, vary depending on operating conditions, controlling high
dynamic performance in industrial applications continues to be a difficult task. However, due to its simplicity
of operation and the fact that torque and flux were naturally decoupled and could be controlled separately by
the torque and the flux, both of which produced current, the direct current machine (DC) over time evolved
into the only electromechanical source for variable speed applications [8]–[10].
The robust controller is one of the numerous types of techniques that are used to control the
induction motor. A system's capacity to reject shocks or uncertainties in order to behave as closely as feasible
to its normal operation is referred to as robust control. A robust control system maintains a certain level of
stability or performance in the face of external disturbances. When designing and analyzing control systems,
robustness is an important quality that must be considered [11].
Previously, there were many research that used robust control approaches for controlling the
induction motor or the electrical vehicle such as, in 2015, Nasri et al. [12] introduce in their research a new
approach on the sliding mode control that can be applied on four electric vehicle independent wheels. In
2020, Pourseif and Mohajeri [13] presented that the permanent magnet synchronous motor is controlled using
robust control approaches. This method is more effective since it performs well even when the vehicle's load
torque disturbs it, as well as despite measurement noise, changes in system parameters, and high-frequency
uncertainty in both structured and unstructured forms. The control goal is to regulate and maintain the
vehicle's speed and motor torque in the intended references for the driver. In 2021, Zand et al. [14] explained
the super twisting sliding mode control (STSMC) that is being given is intended for direct torque and flux
control for three-phase induction machine speed control. In order to ensure the stability of the drive control
system while it is subject to disturbances, Lyapunov's theory has also been utilized. In 2021, Jin et al. [15]
offers a constrained robust H∞ controller architecture for an in-wheel independent drive active suspension
system for electric vehicles while taking control constraints and parameter volatility into mind. Compared
with earlier research. The induction motor of the electrical vehicle is controlled by an optimal, robust integral
signum of the error controller, the parameters of which are determined by SSA.
This paper is structured as: i) The modeling of electric vehicle is presented in section 2; ii) In
section 3, the details of the suggested ORISE controller are given; iii) Section 4 presents the salp swarm
optimization methodologies; iv) The section devoted to presenting the results obtained in section 5; and v) A
conclusion is provided in section 6.

2. MODELING OF ELECTRIC TRACTION SYSTEM ELEMENTS

Figure 1 shows electric traction system with induction motor (IM) and voltage inverter [16]. The
electric traction system consists of several key components, including an IM and a voltage inverter. The
following subsection provides a detailed illustration of each component.

Figure 1. Block diagram of electrical traction chain

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2.1. Energy source

For the purposes of this study, the simplified model takes into account the key characteristics of the
lithium-ion battery, such as its voltage, current, and capacity. The sophisticated battery model described in
has been modified [17]. By using this simplified model, we aim to gain a better understanding of the behavior
and limitations of the lithium-ion accumulator battery in practical applications.

2.2. SPWM Inverter

An inverter controls the power frequency of an AC motor in order to control the motor's rotational
speed. In the absence of an inverter, the AC motor would begin to run at full speed as soon as the power
source was turned on. Circuits for power electronic inverters commonly use sinusoidal pulse width
modulation (SPWM), a widely used control method. It offers advantages like low switching losses, a cleaner
output, and ease of usage. Sinusoidal pulse width modulation (SPWM) is the AC driving technique that is
most frequently employed. This suggests that it should have a stiff source at its input and a voltage source
inverter (VSI) at its output [18]. Each power bridge device, which consists of two power switches and two
freewheeling diodes, has three outputs in a practical (VSI). The inverter gets electricity from a DC voltage
source via an LC filter. As seen in Figure 2, the three output legs of SPWM can be thought of as three distinct
push-pull amplifiers.
By first producing a carrier triangle signal and three modulating signals to determine the angular
speed (𝜔𝑒 𝑡), and then by comparing the two signal sets to produce switching signals for three push-pull
devices. When the switches' output is (𝑉𝑎𝑜 , 𝑉𝑏𝑜 , 𝑉𝑐𝑜 ), the three phases of the load neutral (𝑉𝑎𝑛 , 𝑉𝑏𝑛 , 𝑉𝑐𝑛 ) can be
obtained by implementing (1).
𝑉𝑎𝑛 2 − 1 − 1 𝑉𝑎𝑜
1
[𝑉𝑏𝑛 ] = [ −1 2 − 1 ] [𝑉𝑏𝑜 ] (1)
2
𝑉𝑐𝑛 −1 − 1 2 𝑉𝑐𝑜

Figure 2. Three phase voltage source inverter

2.3. Traction motor

The motor in use is a three-phase induction motor (IM) with sinusoidal pulse width modulation
(SPWM) control, powered by a voltage inverter. One of the most well-known induction motor models
created from its equivalent circuit is Krause's model, which is based on a transformation of the stator's
currents and magnetic fluxes to a reference frame "d-q" that rotates in tandem with the rotor [19]. The three-
phase parameters (voltage, current, and flux) are transmitted via axis transformation, and as the rotor position
varies, the coupling coefficients between the stator and rotor phases change continuously (d-q axes stationary
frame). The rate of rotation of the rotor and stator, as well as the acceptance of all simulated variables in the
stationary frame to account DC values [20]. Figure 3 shows schematics of an I.M.'s per-phase equivalent
circuits in a two-axis synchronously rotating reference frame.
In Figure 3 "ᴪ𝑑𝑠 ᴪ𝑞𝑠 ", "ᴪ𝑑𝑟 ᴪ𝑞𝑟 " d-q axes elements flux linkage of the stator and rotor.
"𝑉𝑑𝑠 𝑉𝑞𝑠 " , "𝑉𝑑𝑟 𝑉𝑞𝑟 " d-q axes elements stator voltage, rotor voltage, " , "𝑖𝑑𝑠 𝑖𝑞𝑠 " 𝑎𝑛𝑑 "𝑖𝑑𝑟 𝑖𝑞𝑟 " stator current and
rotor current respectively. "𝐿𝑠𝑙 , 𝐿𝑟𝑙 " Stator and rotor inductance. "𝑅𝑠 𝑅𝑟 " Stator and rotor winding
resistance. 𝑤𝑟 Rotor speed. 𝐿𝑚 Magnetizing inductance. "𝑤𝑒 " Synchronous speed. From the figure we can get
the (2) and (3) [17]:

ᴪ𝑞𝑠 0 − 𝑤𝑒 0 0 ᴪ𝑞𝑠 𝑉𝑞𝑠 − 𝑅𝑠 𝑖𝑞𝑠

𝑑 ᴪ𝑑𝑠 −𝑤𝑒 0 0 0 ᴪ𝑑𝑠 𝑉𝑑𝑠 − 𝑅𝑠 𝑖𝑑𝑠
[ ]=[ ][ ]+ (2)
𝑑𝑡 ᴪ𝑞𝑟 0 0 0 𝑤𝑟 − 𝑤𝑒 ᴪ𝑞𝑟 𝑉𝑞𝑟 − 𝑅𝑟 𝑖𝑞𝑟
ᴪ𝑑𝑟 0 0 𝑤𝑟 − 𝑤𝑒 0 ᴪ𝑑𝑟 [𝑉𝑑𝑟 − 𝑅𝑟 𝑖𝑑𝑟 ]
Design an optimal robust integral signum of the error controller for electrical vehicle … (Arkan A. Jassim)
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ᴪ𝑞𝑠 𝐿𝑠𝑙 + 𝐿𝑚 0 𝐿𝑚 0 𝑖𝑞𝑠

ᴪ𝑑𝑠 0 𝐿𝑠𝑙 + 𝐿𝑚 0 𝐿𝑚 𝑖𝑑𝑠
[ᴪ ] = − [ ][ ] (3)
𝑞𝑟 𝐿𝑚 0 𝐿𝑠𝑙 + 𝐿𝑚 0 𝑖𝑞𝑟
ᴪ𝑑𝑟 0 𝐿𝑚 0 𝐿𝑠𝑙 + 𝐿𝑚 𝑖𝑑𝑟

The development torque 𝑇𝑒 can be calculated using the (4) by combining the effects of the air gap flux and
rotor current 𝐼𝑟 and solving the variables into a stationary frame with dq-axes.
3 𝑝
𝑇𝑒 = ( ) ( ) (ᴪ𝑑𝑟 𝑖𝑞𝑟 − ᴪ𝑞𝑟 𝑖𝑑𝑟 ) (4)
2 2

It is formed in (5) that the dynamic torque equation of the rotor where 𝑇𝐿 is the electric vehicle load torque
and J is the rotor's inertia [21].
2 𝑑𝑤𝑟
𝑇𝑒 = 𝑇𝐿 + ( ) 𝐽 (5)
𝑝 𝑑𝑡

Figure 3. IM equivalent circuit is d-q axes elements

2.4. Mathematical model of vehicle load

Figure 4 shows an electric vehicle that is in equilibrium with respect to all of the forces acting on it
while it is moving. Balancing and optimizing these forces are crucial for the efficiency and performance of
electric vehicles. Manufacturers and designers must consider these forces to enhance the vehicle's energy
efficiency and overall performance.

2.4.1. Aerodynamic force

These forces shown in Figure 4 are resulted from body friction of the vehicle with the inclined path
as well as air. They are functions of the protrusion of the frontal shape area such as mirrors, sides, ducts and
any other factors. The component as shown in (6).
1
𝐹𝑎𝑟𝑒𝑜 = 𝜌𝐴𝐶𝑑 𝑣 2 (6)
2

2.4.2. Rolling force

The tire's traction on the road results in what is called rolling resistance, which is primarily caused
by. Other factors generating friction are the bearing and gearing systems that play a role in this matter.
Rolling force resistance is nearly constant and proportional to vehicle weight, depending on vehicle speed.
This force can be represented (including the above affecting factors) as in (7).

𝐹𝑡𝑖𝑟𝑒 = µ𝑟𝑟 𝑚𝑔 (7)

2.4.3. Hill climbing force

The most needed force to find is the driving force of the vehicle up (climbing force), in which it is a
combination of the weight of the vehicle acting along the slop. However, this force can be represented as (8) [22].

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𝐹𝑠𝑙𝑜𝑝𝑒 = 𝑚𝑔𝑠𝑖𝑛(𝛽) (8)

The fourth force also affected that is called acceleration force as show in (9).
𝑚𝑑𝑣
𝐹𝑎𝑐𝑐𝑒 = (9)
𝑑𝑡

We obtain finally the total forces effected on the electrical vehicle as show in (10).
1 𝑚𝑑𝑣
𝐹 = 𝜌𝐴𝐶𝑑 𝑣 2 + µ𝑟𝑟 𝑚𝑔 + 𝑚𝑔𝑠𝑖𝑛(𝛽) + (10)
2 𝑑𝑡

Where v denotes the velocity of the EV, A denotes the head of the vehicle or truck, m denotes the
mass of the electrical vehicle, µ𝑟𝑟 denotes the rolling resistance coefficient, g denotes the acceleration of
gravity, 𝜌 denotes air density, and 𝛽 denotes the angle at which the machine climbs a slope, or the climbing
angle, and last but not least, 𝐶𝑑 denotes the coefficient of the drag operation.
As shown by (11) [23], the consequence of the force (F), which is a torque, will provide a result that
is unfavorable to the motor that is doing the driving.

𝑟
𝑇𝐿 = 𝐹 ( ) (11)
𝐺

Where G stands for the gearing ratio and r for the radius of the electric vehicle tires. Additionally, 𝑇𝐿 is used
to signify the torque that the EV driving motor will deliver.

Figure 4. The action of forces on a moving vehicle on inclined road [24]

3. THE ROBUST INTEGRAL SIGNUM OF THE ERROR CONTROLLER

The robust integral signum of the error controller (RISE) is suggested in [25], it is used with an
unknown nonlinear system. Using the integral signum of the error distinguishes the RISE control system
from first order sliding mode control. This concept allows for asymptotic monitoring and prevents chattering
plague in traditional sliding mode controllers [26]. What distinguishes the RISE controller only the error is
required for constructing it (the mismatch between the system's output and its reference points tracking).
Despite external disruptions and modeling errors, the goal of the control method is to guarantee that the
actual output, 𝑌𝑎(𝑡) tracing the desired signal 𝑌𝑑(𝑡). The difference between the two signals is given by (12).

𝑒(𝑡) = 𝑌𝑑 (𝑡) − 𝑌𝑎 (𝑡) (12)

The main objective of control is to provide a continuous robust control law that ensures the error
(the difference between the planned input and the actual output) asymptotically converges to zero, is |𝑒1| ⟶
0 as 𝑡⟶ 0. Auxiliary error signals, represented by the notation 𝑒𝑖∈𝑅 where 𝑖 = 1, . . 𝑛 the superscript 𝑛
denotes the order of the system. For the three-phase electric vehicle, where n=2, the auxiliary error is
defined in (13) and (14) as [27]:

𝑒1 (𝑡) = 𝑘1 (𝑌𝑑 (𝑡) − 𝑌𝑎 (𝑡)) (13)

𝑒2 (𝑡) = 𝑘2 𝑒1 (𝑡) + 𝑒̇1 (𝑡) (14)

So, the auxiliary error signal is given by [28]. Then, the RISE controller is given by following control signal
(15) [29].
𝑡 𝑡
𝑢(𝑡) = (𝑘𝑎 + 1) [𝑒2 (𝑡) − 𝑒2 (𝑡𝑜 ) + 𝜎 ∫0 𝑒2 (𝜎) 𝑑𝜎] + ∫0 𝛽 ∗ 𝑠𝑎𝑡 (𝑒2 (𝜎))𝑑𝜎 (15)

Design an optimal robust integral signum of the error controller for electrical vehicle … (Arkan A. Jassim)
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Where the normal saturation function is sat(.) and the controller parameters are 𝑘1 , 𝑘2 , 𝑘𝑎 , 𝜎, 𝛽∈𝑅, these
parameters are determined by SSA, which will be detailed in the next section. To guarantee that 𝑢(𝑡𝑜 ) = 0,
the 𝑒2 (𝑡𝑜 ) term was applied.

4. SALP SWARM ALGORITHM (SSA)

The SSA is a meta-heuristic method that Mirjalili and colleagues recently proposed in 2017 [30]. It
takes its cues from the way salps swarm together in the ocean. Using the stochastic method SSA, a
population of initial random solutions is created, and to start the optimization process, this population is then
improved over time through two stages—exploring and exploiting. In the first stage, the search space is
investigated to find the most promising areas. In the second stage, better solutions are discovered by looking
in the general area of unusual solutions. The random population (salp) division divides the salp chains
mathematically into two classes. In a group of salps, the first salp is referenced as the leader, while the
following salps are referenced as followers. To update the leader's position, apply (16)-(17).

𝐹𝑗 + 𝑐1 ((𝑢𝑏𝑗 − 𝑙𝑏𝑗 ) ∗ 𝑐2 + 𝑙𝑏𝑗 ) 𝑖𝑓 𝑐3 ≤ 0.5

𝑋𝑗1 = { (16)
𝐹𝑗 − 𝑐1 ((𝑢𝑏𝑗 − 𝑙𝑏𝑗 ) ∗ 𝑐2 + 𝑙𝑏𝑗 ) 𝑖𝑓 𝑐3 > 0.5

4𝑡 2
𝑐1 = 2𝑒 −( 𝑇 ) (17)

For updating the followers' location, (18) (Newton movement law) is used.
1
𝑋𝑗𝑖 = (𝑋𝑗𝑖 + 𝑋𝑗𝑖−1 ) (18)
2

Where 𝑋𝑗1 and 𝑋𝑗𝑖 represent the leader and followers' positions in the jth dimension, respectively, and 𝑖 ≥ 2.
The food supply locations in the j-th dimension are represented by 𝐹𝑗 . The parameters 𝑐2 and 𝑐3 are
distributed at random within the range [0 1]. The symbols 𝑢𝑏𝑗 and 𝑙𝑏𝑗 stand for the upper and lower
boundaries of the search space in the j-th dimension. The letter 𝑡 stands for the current iteration. The
maximum number of iterations is considered to be 𝑇 [31]. The integral time squared error (ITSE) (integral
time-weighted squared error) is the cost function employed in this study and is given by (19).
𝑡
𝐹𝑖𝑡𝑛𝑒𝑠𝑠 = 𝐼𝑇𝑆𝐸 = ∫0 𝑡 ∗ 𝑒(𝑡)2 (19)

Where e(t) represents the difference in EV speed between the desired input and the actual speed.

5. RESULTS AND DISCUSSION

Utilizing the MATLAB 2020a program, simulations of the proposed ORISE controller in
comparison to PID are run. A PC running Windows 10 with a Core i7 processor clocked at 2.40 GHz and 8
GB of RAM is used for this. The control system simulated in MATLAB/Simulink, the parameters of the SSA
that achieve better solution for both ORISE and PID are listed in Table 1. Fixed linear and bang-bang
trajectories are used to test the overall controlled system. Table 2 lists the ORISE and PID controller's tuned
parameters by SSA.

5.1. Simulation results of the fixed linear trajectory

To assess the step responsiveness of the entire system (the EV controlled by ORISE controller
compared to PID based on SSA), a fixed input signal is employed. Figure 5 displays the simulation results,
and Table 3 summarizes the time response criteria. These results show that the PID controller based on SSA
that suffer from chattering and has higher oscillation (maximum overshot 𝑀𝑃 > 5%), compared with ORISE
controller that improved speed response and minimum or no oscillation (maximum peak 𝑀𝑃 < 2%). Figures 6
and 7, respectively, display the ORISE and PID control signals.
Figures 8 show the torque load responses of comparison between PID and ORISE controller. The
starting torque is large when compared with the steady state condition, which is needed to overcome the
motor inertia before the speed reach to the reference value. The electromagnetic torque is related to the load
torques with ripple as shown in figures.

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5.2. Simulation results of bang-bang linear trajectory

In Figure 9 the test's outcomes are shown. The outcomes demonstrate that the two proposed
controllers are precise and quick to react while tracking the vehicle's speed to the intended speed, however
the PID controller also suffers from chattering, making the system unstable in comparison to the ORISE
controller which makes the system stable. The findings for both linear and nonlinear courses produced show
how effective the suggested ORISE controllers are at driving an electric vehicle.
The outcomes of the tests mentioned above showed that the suggested ORISE controller is suitable
for usage as an EV controller. It has the ability to deal with input changes of any kind, including rapid sharp
changes. This is due to the fact that the suggested controller's dependability in controlling the induction-
motor for various input types is confirmed by its extremely short rising time, settling time, and modest
steady-state error.

Table 1. The parameters of SSA algorithms Table 2. The optimal parameters of

for two controllers the two controllers
Parameters of SSA PID controller RISE controller PID Values RISE Values
No. of iterations (𝑵𝒊 ) 50 50 parameters parameters
No. of search 10 5 𝐾𝑝 21.4207 𝑘1 6
agents/universes (n) 𝐾𝑖 2.6969 𝑘2 2.2276
No. of variables (Dim) 3 5 𝐾𝑑 1.4351 𝑘𝑎 2.3344
Lower bound (lb) [10 5 0.1] [1 1 1 1 1] 𝜎 5.1867
Upper bound (ub) [40 15 10] [10 10 10 10 10] 𝛽 7.4657

Table 3. Comparison between the performances of ORISE and PID controllers

Speed Maximum Delay time Peak time settling time rising time steady state
controller overshoot 𝑀𝑃 (%) 𝑡𝑑 (sec) 𝑡𝑝 (sec) 𝑡𝑆 (sec.) 𝑡𝑟 (sec.) error
PID-SSA 0.05 0.504 1.312 1.532 0.785 0.005
RISE-SSA 0.002 0.491 1.574 1.915 0.821 0.002

Figure 5. Speed response with ORISE and PID based on SSA

Figure 6. The control signal of PID for linear path

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Figure 7. The control signal of ORISE for linear path

Figure 8. Torque load vehicle responses of comparison between ORISE and PID controller

Figure 9. Speed response with ORISE and PID controllers with SSA optimization

6. CONCLUSION
In this paper a control system of electric vehicle using 3-Phase VSI and SPWM is developed and
simulated in MATLAB-Simulink. An optimal RISE based on SSA is demonstrated in this paper. a technique
is used to provide a more reliable controller for this system (with accurate speed tracking and minimal lag);

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the controlled speed of the electric vehicle based on the ORISE controller is more closely with desired input
speed than PID controller. with high accuracy either in flat roads or curved. In this work, The simulation
results of the fixed linear trajectory test it has been shown that ORISE controllers perform better than PID
controller because they showed lower overshoot but PID lower in rising time. The project can be extended
further in the future by switching out the induction motor for another motor for the electric vehicle system,
such as a switched reluctance motor, brushless DC motors, etc. It can also be implemented using FPGA
technology or any other technology.

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Design an optimal robust integral signum of the error controller for electrical vehicle … (Arkan A. Jassim)
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BIOGRAPHIES OF AUTHORS

Arkan A. Jassim was born in Dyala, Iraq in 1993. He obtained a bachelor's

degree in electronic engineering from the University of Mosel, Iraq in 2016. He obtained a
master's degree in electronics and communication engineering from University of Technology,
Iraq in 2019. Currently, he studies a Ph.D. in University of Technology, his research of
interests is mainly in controller, power electronic and artificial intelligent. He can be contacted
at email: [email protected].

Ekhlas H. Karam got Ph.D. degree from University of Technology, Baghdad,

Iraq in 2007. She is academic staff member in Computer Engineering Department at
Al-Mustansirya University. Her intereste area is robotic system, intellgent systems controller
design, optimization methods, control design by FPGA. She can be contacted at email:
[email protected].

Mohammed Moanes E. Ali was born in Baghdad, Iraq in 1971. He received

the B.Sc., M.Sc., and Ph.D. degrees in electrical engineering from University of Technology,
Iraq in 1994, 1997, and 2009, respectively. Since May 2006, he has been with the Department
of Electrical Engineering-University of Technology, where he was an assistance lecture.
He became a lecturer in 2009, and an assistance professor in 2018. His current
research interests include electro heat (induction heating), electrical machines, and drives.
He published more than 32 technical papers. He can be contacted at email:
[email protected].

Int J Pow Elec & Dri Syst, Vol. 15, No. 3, September 2024: 1369-1378