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4, JULY/AUGUST 2016 3357

Solar PV-Powered SRM Drive for EVs With Flexible

Energy Control Functions
Yihua Hu, Senior Member, IEEE, Chun Gan, Member, IEEE, Wenping Cao, Senior Member, IEEE,
Youtong Fang, Member, IEEE, Stephen J. Finney, and Jianhua Wu

AbstractElectric vehicles (EVs) provide a feasible solution to miles are relatively short that restricts the wide application
reduce greenhouse gas emissions and thus become a hot topic for of EVs [5][7]. In terms of motor drives, high-performance
research and development. Switched reluctance motors (SRMs) permanent-magnet (PM) machines are widely used while rare-
are one of the promised motors for EV applications. In order
to extend the EVs driving miles, the use of photovoltaic (PV) earth materials are needed in large quantities, limiting the wide
panels on the vehicle helps to decrease the reliance on vehicle application of EVs [8], [9].
batteries. Based on the phase winding characteristics of SRMs, a In order to overcome these issues, a photovoltaic (PV) panel
tri-port converter is proposed in this paper to control the energy and a switched reluctance motor (SRM) are introduced to pro-
flow among the PV panel, battery, and SRM. Six operating modes vide power supply and motor drive, respectively. First, by
are presented, four of which are developed for driving and two
for standstill onboard charging. In the driving modes, the energy adding the PV panel on top of the EV, a sustainable energy
decoupling control for maximum power point tracking (MPPT) of source is achieved. Nowadays, a typical passenger car has a sur-
the PV panel and speed control of the SRM are realized. In the face enough to install a 250-W PV panel [10]. Second, a SRM
standstill charging modes, a grid-connected charging topology is needs no rare-earth PMs and is also robust so that it receives
developed without a need for external hardware. When the PV increasing attention in EV applications [11][16]. While PV
panel directly charges the battery, a multisection charging control
strategy is used to optimize energy utilization. Simulation results panels have low-power density for traction drives, they can be
based on MATLAB/Simulink and experiments prove the effec- used to charge batteries most of time.
tiveness of the proposed tri-port converter, which have potential Generally, the PV-fed EV has a similar structure to the hybrid
economic implications to improve the market acceptance of EVs. electrical vehicle (HEV), whose internal combustion engine
Index TermsElectric vehicles (EVs), photovoltaics (PVs), (ICE) is replaced by the PV panel. The PV-fed EV system is
power flow control, switched reluctance motors (SRMs), tri-port illustrated in Fig. 1. Its key components include an off-board
converter. charging station, a PV, batteries, and power converters [17]
I. I NTRODUCTION [19]. In order to decrease the energy conversion processes, one
approach is to redesign the motor to include some onboard
E LECTRIC vehicles (EVs) have taken a significant leap
forward by advances in motor drives, power converters,
batteries, and energy management systems [1][4]. However,
charging functions [20][22]. For instance, paper [22] designs
a 20-kW split-phase PM motor for EV charging, but it suffers
from high harmonic contents in the back electromotive force
due to the limitation of current battery technologies, the driving (EMF). Another solution is based on a traditional SRM. Paper
Manuscript received July 24, 2015; revised October 20, 2015; accepted [23] achieves onboard charging and power factor correction in a
December 6, 2015. Date of publication February 24, 2016; date of current 2.3-kW SRM by employing machine windings as the input filter
version July 15, 2016. Paper 2015-TSC-0682.R1, presented at the 2015 IEEE
inductor. The concept of modular structure of driving topol-
International Electric Machines and Drives Conference, Coeur dAlene, ID,
USA, May 1013, and approved for publication in the IEEE T RANSACTIONS ogy is proposed in paper [24]. Based on the intelligent power
ON I NDUSTRY A PPLICATIONS by the Transportation Systems Committee of modules (IPMs), a four-phase half bridge converter is employed
the IEEE Industry Applications Society. This work was supported by the to achieve driving and grid-charging. Although modularization
EPSRC and the NSFC (Joint U.K.China research projects on Smart Grids
and the Integration of Electric Vehicles), EPSRC reference EP/L00089X/1.
supports mass production, the use of half/full bridge topol-
Y. Hu is with the College of Electrical Engineering, Zhejiang University, ogy reduces the system reliability (e.g., shoot-through issues).
Hangzhou 310027, China, and also with the Department of Electrical Paper [25] develops a simple topology for plug-in HEV that
Engineering and Electronics, University of Liverpool, Liverpool, L69 3GJ, supports flexible energy flow. But for grid-charging, the grid
U.K. (e-mail:
C. Gan, Y. Fang, and J. Wu are with the College of Electrical
should be connected to the generator rectifier that increases
Engineering, Zhejiang University, Hangzhou 310027, China (e-mail: the energy conversion process and decreases the charging effi-;; ciency. Nonetheless, an effective topology and control strategy
W. Cao is with the School of Engineering and Applied Science, Aston for PV-fed EVs is not yet developed. Because the PV has differ-
University, Birmingham, B4 7ET, U.K., and also with the Department of
Electrical Engineering and Computer Science, Massachusetts Institute of ent characteristics to ICEs, the maximum power point tracking
Technology, Cambridge, MA 02139 USA (e-mail: (MPPT) and solar energy utilization are the unique factors for
S. Finney is with the Department of Electronic and Electrical the PV-fed EVs.
Engineering, University of Strathclyde, Glasgow, G11 7RE, U.K. (e-mail: In order to achieve low-cost and flexible energy flow modes,
Color versions of one or more of the figures in this paper are available online a low-cost tri-port converter is proposed in this paper to coor-
at dinate the PV panel, SRM, and battery. Six operational modes
Digital Object Identifier 10.1109/TIA.2016.2533604 are developed to support flexible control of energy flow.
0093-9994 2016 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See for more information.

Fig. 1. PV-fed HEV.

Fig. 2. Proposed tri-port topology for PV-powered SRM drive.

Fig. 3. Six operation modes of the proposed tri-port topology. (a) Mode 1.
(b) Mode 2. (c) Mode 3. (d) Mode 4. (e) Mode 5. (f) Mode 6.
Fig. 4. Equivalent circuits under driving modes. (a) Operation circuit under
TABLE I mode 1. (b) Operation circuit under mode 2. (c) Operation circuit under mode
J1 AND J2 ACTIONS U NDER D IFFERENT M ODES 3. (d) Operation circuit under mode 4.

battery is charged by a single-phase grid while both the PV and

SRM are idle. In mode 6, the battery is charged by the PV and
the SRM is idle.

B. Driving Modes
Operating modes 14 are the driving modes to provide
II. T OPOLOGY AND O PERATIONAL M ODES traction drive to the vehicle.
1) Mode 1: At light loads of operation, the energy gener-
A. Proposed Topology and Working Modes
ated from the PV is more than the SRM needed; the system
The proposed tri-port topology has three energy terminals, operates in mode 1. The corresponding operation circuit is
PV, battery, and SRM. They are linked by a power converter shown in Fig. 4(a), in which relay J1 turns off and relay J2
that consists of four switching devices (S0 S3 ), four diodes turns on. The PV panel energy feeds the energy to SRM and
(D0 D3 ), and two relays, as shown in Fig. 2 [26]. charges the battery; so in this mode, the battery is charged in
By controlling relays J1 and J2, the six operation modes are EV operation condition.
supported, as shown in Fig. 3; the corresponding relay actions 2) Mode 2: When the SRM operates in heavy load such as
are illustrated in Table I. In mode 1, PV is the energy source to uphill driving or acceleration, both the PV panel and battery
drive the SRM and to charge the battery. In mode 2, the PV and supply power to the SRM. The corresponding operation circuit
battery are both the energy sources to drive the SRM. In mode is shown in Fig. 4(b), in which relay J1 and J2 are turned on.
3, the PV is the source and the battery is idle. In mode 4, the 3) Mode 3: When the battery is out of power, the PV
battery is the driving source and the PV is idle. In mode 5, the panel is the only energy source to drive the vehicle. The

Fig. 6. Power supply at mode 2. (a) Compound power source. (b) Working
point of the PV.

Fig. 5. Equivalent circuits of charging condition modes. (a) Grid charging

mode. (b) PV source charging mode.

corresponding circuit is shown in Fig. 4(c). J1 turns on and J2

turns off.
4) Mode 4: When the PV cannot generate electricity due to
low solar irradiation, the battery supplies power to the SRM.
The corresponding topology is illustrated in Fig. 4(d). In this
mode, relay J1 and J2 are both conducting.
Fig. 7. Working states at mode 2. (a) Winding excitation state. (b) Energy
recycling state. (c) Freewheeling state.
C. Battery Charging Modes
Operating modes 5 and 6 are the battery charging modes. are illustrated in Fig. 6(b). Because the PV is paralleled with the
5) Mode 5: When PV cannot generate electricity, an exter- battery, the PV panel voltage is clamped to the battery voltage
nal power source is needed to charge the battery, such as ac grid. UB . In mode 2, there are three working states: winding exci-
The corresponding circuit is shown in Fig. 5(a). J1 and J2 turn tation, energy recycling, and freewheeling states, as shown in
on. Point A is central tapped of phase windings that can be eas- Fig. 7. Modes 3 and 4 have similar working states to mode 2.
ily achieved without changing the motor structure. One of the The difference is that the PV is the only source in mode 3 while
three-phase windings is split and its midpoint is pulled out, as the battery is the only source in mode 4.
shown in Fig. 5(a). Phase windings La1 and La2 are employed Neglecting the voltage drop across the power switches and
as input filter inductors. These inductors are part of the drive diodes, the phase voltage is given by
circuit to form an acdc rectifier for grid-charging.
6) Mode 6: When the EV is parked under the sun, the d(ik , r )
Uin = Rk ik +
PV can charge the battery. J1 turns off and J2 turns on. The dt
corresponding charging circuit is shown in Fig. 5(b). dik dLk
= R k ik + L k + ik r , k = a, b, c (1)
dt dr

III. C ONTROL S TRATEGY U NDER D IFFERENT M ODES where Uin is the dc-link voltage, k is phases a, b, or c, Rk is
the phase resistance, ik is the phase current, Lk is the phase
In order to make the best use of solar energy for driving the inductance, r is the rotor position, (ik , r ) is the phase flux
EV, a control strategy under different modes is designed. linkage depending on the phase current and rotor position, and
r is the angular speed.
The third term in (1) is the back EMF voltage given by
A. Single Source Driving Mode
According to the difference in the power sources, there are dLk
e k = ik r . (2)
PV-driving, battery-driving, and PV and battery parallel fed dr
source. In a heavy load condition, the PV power cannot sup-
Hence, the phase voltage is found by
port the EV, mode 2 can be adopted to support enough energy
and make full use of solar energy. Fig. 6(a) shows the equiva- dik
lent power source; the corresponding PV panel working points U k = R k ik + L k + ek . (3)

Fig. 8. SRM control strategy under single-source driving mode.

In the excitation region, turning on S0 and S1 will induce

a current in phase a winding, as shown in Fig. 7(a). Phase a
winding is subjected to the positive dc bus voltage
+Uin = Rk ik + Lk + ek . (4)
When S0 is OFF and S1 is ON, the phase current is in a free-
wheeling state in a zero-voltage loop, as shown in Fig. 7(c), the
phase voltage is zero
0 = R k ik + L k + ek . (5) Fig. 9. Mode 1 working states. (a) Winding exciting state. (b) Battery charging
dt state. (c) Freewheeling state.

In the demagnetization region, S0 and S1 are both turned off,

and the phase current will flow back to the power supply, as
shown in Fig. 7(b). In this state, the phase winding is subjected
to the negative dc bus voltage, and the phase voltage is
Uin = Rk ik + Lk + ek . (6)
In single-source driving mode, the voltage-PWM control
is employed as the basic scheme, as illustrated in Fig. 8.
According to the given speed , the voltage-PWM control is
activated at speed control.
Fig. 10. Control strategy under driving-charging mode (mode 1).

B. Driving-Charging Hybrid Control Strategy can be controlled; the MPPT of PV panel can be achieved by
In the driving-charging hybrid control, the PV is the driving adjusting turn-off angle, which can control the charging current
source and the battery is charged by the freewheeling current, to the battery.
as illustrated in drive mode 1. There are two control objectives:
MPPT of the PV panel and speed control of the SRM. C. Grid-Charging Control Strategy
The dual-source condition is switched from a PV-driving
The proposed topology also supports the single-phase grid-
mode. First, the motor speed is controlled at a given speed in
charging. There are four basic charging states and S0 is always
mode 3. Then, J2 is turned on and J1 is turned off to switch to
turned off. When the grid instantaneous voltage is over zero,
mode 1. By controlling the turn-off angle, the maximum power
the two working states are presented in Fig. 11(a) and (b).
of PV panel can be tracked.
In Fig. 11(a), S1 and S2 conduct, the grid voltage charges
There are three steady working states for the dual-source
the phase winding La2 , the corresponding equation can be
mode (mode 1), as shown in Fig. 9. In Fig. 9(a), S0 and S1 con-
expressed as (7); in Fig. 11(b), S1 turns off and S2 conducts,
duct, the PV panel charges the SRM winding to drive the motor.
the grid is connected in series with phase winding to charges
In Fig. 9(b), S0 and S1 turn-off; and the battery is charged with
the battery, the corresponding equation can be expressed as (8)
freewheeling current of the phase winding. Fig. 9(c) shows a
freewheeling state. digrid
Ugrid = La2 (7)
Fig. 10 is the control strategy under driving-charging mode. dt
In Fig. 10, on is the turn-on angle of SRM; off is the turn-off digrid
UB Ugrid = La2 . (8)
angle of SRM. By adjusting turn-on angle, the speed of SRM dt

Fig. 11. Mode 5 charging states. (a) Grid charging state 1 (Ugrid > 0). (b) Grid
charging state 2 (Ugrid > 0). (c) Grid charging state 3 (Ugrid < 0). (d) Grid Fig. 13. Mode 6 charging states and control strategy. (a) Phase inductance
charging state 4 (Ugrid < 0). charging. (b) Battery charging. (c) Charging control strategy.


Fig. 12. Grid-connected charging control (mode 5).

When the grid instantaneous voltage is below zero, the two

working states are presented in Fig. 11(c) and (d). In Fig. 11(c),
S1 and S2 conduct, the grid voltage charges the phase wind-
ing La1 and La2 , the corresponding equation can be expressed
as (9); in Fig. 11(d), S1 keeps conducing and S2 turns off,
the grid is connected in series with phase winding La1 and
La2 to charges the battery, the corresponding equation can be given amplitude of the grid current. Combining sin and
expressed as (10) Iref_grid , the instantaneous grid current reference iref_grid can
La1 + La2 digrid be calculated. In this mode, when Ugrid > 0, the inductance
Ugrid = (9) is La2 ; when Ugrid < 0, the inductance is paralleled La1 and
La1 La2 dt
La2 ; in order to adopt the change in the inductance, hys-
La1 + La2 digrid
UB Ugrid = . (10) teresis control is employed to realize grid current regulation.
La1 La2 dt Furthermore, hysteresis control has excellent loop performance,
In Fig. 12, Ugrid is the grid voltage; by the phase lock global stability, and small phase lag that make grid-connected
loop (PLL), the phase information can be got; Iref_grid is the control stable.

Fig. 14. Simulation results for driving conditions at modes 1, 3, and 4.

(a) Simulation results of driving-charging mode (mode 1). (b) Simulation Fig. 15. Simulation results for charging modes. (a) Grid charging (mode 5).
results of single-source driving mode (modes 3 and 4). (b) PV charging mode 6 (stages 12). (c) PV charging mode 6 (stages 23).

D. PV-Fed Charging Control Strategy

In this mode, the PV panel charges the battery directly by the
driving topology. The phase windings are employed as inductor,
and the driving topology can be functioned as interleaved buck
boost charging topology. For one phase, there are two states, as
shown in Fig. 13(a) and (b). When S0 and S1 turn on, the PV
panel charges phase inductance; when S0 and S1 turn off, the
phase inductance discharges energy to battery. According to the
state-of-charging (SoC), there are three stages to make full use
of solar energy and maintain battery healthy condition, as illus-
trated in Fig. 13(c). During stage 1, the corresponding battery
SoC is in SoC0 SoC1, the battery is in extremely lack energy
condition, the MPPT control strategy is employed to make full
use of solar energy. During stage 2, the corresponding battery Fig. 16. Experimental setup of the proposed SRM drive system.
SoC is in SoC1 SoC2, the constant-voltage control is adopted
to charge the battery. During stage 3, the corresponding battery
SoC is in SoC2 100%, the micro-current charging is adopted. M OTOR PARAMETERS
In order to simplify the control strategy, constant voltage is
employed in PV panel MPPT control.

A 12/8 SRM is first modeled in MATLAB/Simulink using
parameters in Table II. Fig. 14(a) presents the simulation results
at mode 1. The load torque is set as 35 Nm, the PV panel voltage
is controlled at the MPP. The freewheeling current is used to
charge the battery. Fig. 14(b) shows the simulation results of
the single-source driving modes (modes 24).
Fig. 15 shows the simulation results of charging where
Fig. 15(a) is for grid-charging. The positive half current quality
is better than the negative half that is caused by the change in
the grid-connected inductance. battery in this condition. The turn-on and turn-off angles are set
Fig. 15(b) and (c) is for PV-charging. Fig. 15(b) presents the to 0 and 20 , respectively, when motoring. In Fig. 17(c), the
step change from stage 1 to 2. In stage 1, the battery is low in speed follows the given value well when it changes from 300
SoC. In order to achieve MPPT of the PV, the constant-voltage to 800 r/min, and stabilizes within 1.5 s. The Inertial braking
control is employed and the PV output voltage is controlled at condition is presented in Fig. 17(d), however, the braking time
MPP (310 V), as shown in Fig. 15(b). In stage 2, a constant- is 2.5 s, and the energy cannot flow to the power supply. In
voltage is adopted; the reference voltage is set to 355 V. As Fig. 17(e), the turn-on and turn-off angles are set to 22 and 43 ,
shown in Fig. 15(b), the charging converter output voltage is respectively, when the motor runs in the regenerative braking
controlled at reference voltage in the step change from stage 1 mode, and the braking time is also decreased to 300 ms.
to 2. In stage 3, 1-A trickle charging is also achieved, as shown Fig. 18 shows the motoring and braking modes for the drive
in Fig. 15(c). when the relay J1 is OFF, where iby is the current flowing out
from the battery. Clearly, the battery is charged by the demag-
netization current in motoring condition, as shown in Fig. 18(a)
V. E XPERIMENTAL R ESULTS and (b). The energy is recycled to the battery when employ-
The proposed scheme is validated by a 750-W three-phase ing the regenerative braking mode in Fig. 18(c), compared to
12/8-pole prototype SRM, and the experimental setup is shown Fig. 18(d). Fig. 19 is the standstill charging, in this mode, PV
in Fig. 16. The motor parameters are presented in Table III. A charges the battery by driving topology and SRM phase wind-
PV array simulator (Agilent Technology E4360A) is adopted as ing; the three phases are in parallel working mode. Fig. 19
input source. A dSPACE-1006 board is employed as the main illustrates the battery charging waveforms in standstill condi-
controller and the PI algorithm is used for closed-loop control. tion. In Fig. 19(a), the battery is charged by PV panel; Pz is
A 24-V lead-acid battery is used for charging and discharging the rotor position sensor signal that keeps at zero proof the
tests. The rotor position and motor speed are calculated from proposed standstill charging does not influence the electrical
an incremental encoder. An asymmetric-half bridge converter vehicle. In Fig. 19(b), the battery is charged by ac source; by the
is used to dive the motor. proposed hysteresis control, the grid current (THD) is 4.716%;
The motoring and braking modes for the SRM when the relay and the corresponding THD analysis waveform is presented in
J1 is ON are shown in Fig. 17, where ia , ib , and ic are the phase Fig. 19(c), which meets the requirement of the International
currents for phase A, B, and C. The motor is powered by the Standards IEC61727 and IEEE1547.

Fig. 17. Motoring and braking modes when J1 is ON (modes 2, 3, and 4). (a) 300 r/min. (b) 800 r/min. (c) Acceleration. (d) Inertial braking. (e) Regenerative

Fig. 18. Motoring and braking modes when J1 is OFF (mode1). (a) 300 r/min. (b) 800 r/min. (c) Inertial braking. (d) Regenerative braking.

Fig. 19. Charging experiment waveform in standstill condition (mode 5). (a) Standstill charging. (b) AC source charging. (c) THD analysis.

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[8] Z. Ping, Z. Jing, L. Ranran, T. Chengde, and W. Qian, Magnetic charac- a Postdoctoral Fellow. Between November 2012
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2010. Engineering, Newcastle University, Newcastle upon
[9] A. Kolli, O. Bthoux, A. De Bernardinis, E. Labour, and G. Coquery, Tyne, UK. Between 2013 and 2015, he was a Research Associate with the
Space-vector PWM control synthesis for an H-bridge drive in electric Power Electronics and Motor Drive Group, University of Strathclyde, Glasgow,
vehicles, IEEE Trans. Veh. Technol., vol. 62, no. 6, pp. 24412452, Jul. U.K. Currently, he is a Lecturer at the Department of Electrical Engineering
2013. and Electronics, University of Liverpool (UoL), Liverpool, U.K. He has pub-
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[11] S. M. Yang and J. Y. Chen, Controlled dynamic braking for switched Chun Gan (S14M16) received the B.S. and
reluctance motor drives with a rectifier front end, IEEE Trans. Ind. M.S. degrees in power electronics and drives from
Electron., vol. 60, no. 11, pp. 49134919, Nov. 2013. China University of Mining and Technology, Jiangsu,
[12] B. Bilgin, A. Emadi, and M. Krishnamurthy, Comprehensive evaluation China, in 2009 and 2012, respectively. He is currently
of the dynamic performance of a 6/10 SRM for traction application in working toward the Ph.D. degree in electrical engi-
PHEVs, IEEE Trans. Ind. Electron., vol. 60, no. 7, pp. 25642575, Jul. neering at Zhejiang University, Hangzhou, China.
2013. His research interests include electrical motor
[13] M. Takeno, A. Chiba, N. Hoshi, S. Ogasawara, M. Takemoto, and drives, motor design, control with emphasis on
M. A. Rahman, Test results and torque improvement of the 50-kW switched reluctance motor sensorless technique, and
switched reluctance motor designed for hybrid electric vehicles, IEEE optimization of the torque ripple and efficiency of the
Trans. Ind. Appl., vol. 48, no. 4, pp. 13271334, Jul./Aug. 2012. motor system.

Wenping Cao (M05SM11) received the B.Eng. Stephen J. Finney received the M.Eng. degree in
degree in electrical engineering from Beijing Jiaotong electrical engineering from Loughborough University
University, Beijing, China, in 1991, and the Ph.D. of Technology, Loughborough, U.K., in 1988, and the
degree in electrical machines and drives from The Ph.D. degree in power electronics from Heriot-Watt
University of Nottingham, Nottingham, U.K., in University, Edinburgh, U.K., in 1995.
2004. For two years, he was with the Electricity Council
He is currently a Chair Professor of Electrical Research Centre Laboratories, Chester, U.K. He
Power Engineering with Aston University, is currently a Professor with the University of
Birmingham, U.K., and also a Marie Curie Fellow Strathclyde, Glasgow, U.K. His research interests
with the Department of Electrical Engineering include high-voltage DC (HVDC), modular multi-
and Computer Science, Massachusetts Institute level converters (MMCs), renewable generation, and
of Technology, Cambridge, MA, USA. His research interests include fault electrical vehicles.
analysis and condition monitoring of electric machines and power electronics.
Dr. Cao serves as an Associate Editor for the IEEE T RANSACTIONS ON
I NDUSTRY A PPLICATIONS, the IEEE Industry Applications Magazine, and
IET Power Electronics. He is also the Chief Editor for three Special Issues Jianhua Wu received the B.S. degree from Nanjing
and one book, and an Editor for Electric Power Components and Systems University of Aeronautics and Astronautics, Nanjing,
as well as nine other international journals. He is also a member of the China, and the M.S. and Ph.D. degrees from
Institution of Engineering and Technology, U.K., and a Fellow of the Higher Huazhong University of Science and Technology,
Education Academy. He was the recipient of the Best Paper Award at the 2013 Huazhong, China, in 1983, 1991, and 1994, respec-
International Symposium on Linear Drives for Industry Applications (LDIA), tively, all in electrical engineering.
the Innovator of the Year Award from Newcastle University, Newcastle upon From 1983 to 1989, he was with Guiyang
Tyne, U.K., in 2013, and the Dragons Den Competition Award from Queens Electric Company, Guizhou, China, as a Design
University Belfast in 2014. Engineer. Since 2005, he has been a Professor
with the College of Electrical Engineering, Zhejiang
University, Zhejiang, China. He developed the motor
design software Visual EMCAD, which is widely used in China. His research
Youtong Fang (M11) received the B.S. and interests include electric machine design and drives, including switched reluc-
Ph.D. degrees in electrical engineering from Hebei tance motors, and permanent-magnet machines for electric vehicle applications.
University of Technology, Tianjin, China, in 1984 and Dr. Wu is a member of the Electrical Steel Committee of the Chinese Society
2001, respectively. for Metals, the Small-Power Machine Committee of the China Electrotechnical
He is currently a Professor with the College Society, and the Standardization Administration of China.
of Electrical Engineering, Zhejiang University,
Hangzhou, China. His research interests include
the application, control, and design of electrical