# Adaptive Cruise Control in Electric Vehicles with Field-Oriented Control
## 6 Discussion  
In the results of the simulation and experimental setup, both results present the system response for an adaptive cruise control scenario. The tested scenario was as follows: based on the driver input and radar input, the adaptive cruise control system computed the corresponding acceleration/deceleration to ensure the set velocity and a safe distance. The acceleration/deceleration value was integrated to obtain the speed, which was added to the reference input of the field-oriented control. The ideal situation is when the vehicle is on a flat road with no leading vehicle in front, so the ACC block generates the corresponding acceleration to reach the set velocity and keep the velocity constant. A challenging scenario is when the vehicle is in a hill climbing situation; the load torque is bigger, the control loop must overcome the change, and there is a leading vehicle in front, so the velocity must be reduced to ensure a safe distance.  
The tested scenario put the host vehicle in the situation of a leading vehicle in front, and the torque load changed, as in the case of hill climbing. The host car was driving at 40 m/s when the relative distance was larger than the safe distance. Every time the relative distance decreased, so the two vehicles approached each other, the ACC block generated a deceleration value so the velocity of the host vehicle was reduced to ensure a safe distance. The host vehicle velocity was kept constant at a value equal to the leading vehicle velocity; for the presented scenario, the host vehicle was running at 35 m/s or 36 m/s while the relative distance equaled the safe distance. When the leading vehicle was driving with a higher velocity, and the relative distance was larger than the safe distance, the ACC block generated an acceleration value and the host vehicle velocity was increased at the set value of 40 m/s. Figures 16 and 21 present the velocity responses of the two vehicles in the simulation and in the experimental setup. Figures 17 and 22 illustrate the corresponding acceleration/deceleration. The acceleration/deceleration of the host vehicle was computed by the ACC block, based on the set velocity, relative distance, and safe distance, presented in Figures 18 and 23.  
The velocity variations were conducted in the presence of torque load, and the field-oriented control ensured the efficient control of the motor. As can be seen from the motor speed response from Figures 19 and 24, the rotor speed accordingly followed the reference speed, and, also, the torque response, as shown in Figures 20 and 25.  
In the case of electric vehicle, the functionality of adaptive cruise control was easier because the acceleration/deceleration command was sent directly to the motor control block, without further components, no throttle, or throttle control. Additionally, the electric motor allowed both acceleration and deceleration by increasing and decreasing the reference value of the field-oriented control block. This paper does not present the mechanical braking system; only the brake provided by the motor is considered. In this  
Figure 25: Reference and load torque (experimental results).  
paper is presented only the electric parts of an EV, and it proves how a field-oriented control block and an adaptive cruise control can work together in the case of an electric vehicle.