Vector Control for Switched Reluctance Motor Drives
Using an Improved Current Controller
Noriya Nakao
Student Member, IEEE
Shibaura Institute of Technology
3-7-5, Toyosu, Koto-ku, Tokyo, 135-8548, Japan
nb12105@shibaura-it.ac.jp
Abstract— In general, switched reluctance motors (SRMs) are
driven by the unipolar current excitation. The conventional
drive technique requires simultaneous optimization process for
some controlled-parameters: the turn-on angle, turn-off angle,
and current chopping level. The difficulty in the current
command generation makes the torque controller design
complicated. In the previous paper, to give a general solution
for the problem, the authors have described the vector control
specialized for SRM drives. In the proposed technique, the
maximum torque per ampere (MTPA) condition is
mathematically given and the SRM drive can be easily
controlled by a single parameter under the MTPA operation.
This paper presents an improved current controller for the
vector control. The current control system can achieve the
wide driving area without the parameter tuning and mitigate
vibration and noise levels in operation. The proposed vector
control using the improved current controller is evaluated by
comparing with the conventional drive technique on a 1kW
three-phase SRM.
I. INTRODUCTION
Switched reluctance motors (SRMs) are suited for
variable speed applications because they have some
advantages such as the simple and rugged structure, high-
speed capability, high-heat tolerance, good reliability, and
low-rotor inertia [1].
In general, SRMs are driven by the unipolar current. The
current excitation starts around position where the rotor pole
begins to align with the stator pole and continues at constant
level by using hysteresis control. Then, to avoid the negative
torque production, the current is eliminated before the rotor
pole completely aligns with the stator pole. As a result, a
trapezoidal unipolar current is applied to each circuit. The
conventional drive technique provides the efficient torque
production and delivers great performance at the
torque/current ratio and motor efficiency. However,
simultaneous optimization process for some controlled-
parameters such as the turn-on angle, turn-off angle, and
current chopping level is inevitable [2][3]. Considering
variable speed applications, these parameters must be
optimized for each drive condition to achieve the high motor
978-1-4799-5776-7/14/$31.00 ©2014 IEEE 1379
Kan Akatsu
Member, IEEE
Shibaura Institute of Technology
3-7-5, Toyosu, Koto-ku, Tokyo, 135-8548, Japan
akatsu@sic.shibaura-it.ac.jp
efficiency and wide driving range. The difficulty in the
current command generation makes the torque controller
design complicated. In the precious research, to give the
general solution, a mathematical approach in which the
current squared complex vector is controlled depending on
the spatially-dependence of the self-inductance has been
proposed [4]. However, the vector modification to avoid
negative torque production in each phase makes the control
theory complicated.
The conventional drive technique has problems of the
vibration generation and noise emission. In the drive, the
significant radial force between the stator and rotor poles is
generated because of the inherent torque production and
structural features of SRMs and it is instantly released at the
turn-off timing. In this moment, the large vibration and noise
are generated [5][6]. At low load conditions in which an
excess voltage is applied to each circuit, audible noises may
be enhanced due to the random switching by the hysteresis
control in addition to the radial force variation. The problem
should be also solved to expand the acceptance of SRMs in
the industrial field.
In this research, the vector control for the SRM drive has
been proposed to give a general solution for the difficulty in
the current command generation [7][8]. The instantaneous
torque can be controlled by separated-DC currents in the
same way as conventional vector controlled-AC machines.
These DC currents are converted from the sinusoidal current
with a DC offset by using a rotating frame transformation.
The proposed technique provides current commands for the
maximum torque per ampere (MTPA) control. Under the
MTPA condition, the SRM drive can be easily controlled by
a single controlled-parameter without the negative torque
production. Moreover, the sinusoidal excitation current with
a DC offset generates smaller vibrations and noises
compared with the conventional trapezoidal unipolar current.
A part of the problems of the SRM drive has been solved
by the proposed technique in this research. However, there is
no discussion on performances at the variable speed
operation and switching noise emission. Considering the
 U+ U+ U+
15° 30°

W− φr V− W− V−
W− V−

φr
V+ W+ V+ W+

V+ W+
U− U−

(a) θ = 30 degrees (b) θ = 60 degrees

U− U+ U+

Fig. 1. Sectional view of 4/6 SRM. 45°

60°
W− V− W− V−
0° 60° 120° 180° 240° 300° 360°

Lw Lu Lv

0 V+
iu
Ip
0 (c) θ = 90 degrees
iv iw
0
Fig. 2. Excitation current and self-inductance waveforms to explain
torque generation principle of SRMs.
above aspects, this paper presents an improved current
controller for the vector control. The current control system
can achieve the wide driving range without the parameter
tuning and mitigate vibration and noise levels in operation.
The proposed vector control using the improved current
controller is evaluated by comparing with the conventional
drive technique on a 1kW three-phase SRM.
II. TORQUE GENERATION PRINCIPLE OF SRMS
A unified interpretation of the torque generation principle
of SRMs has been given in this research [8]. In the
explanation, the following conditions are given:
• The rotor/stator pole combination is 4/6;
• Concentrated windings are wound on each stator
pole as shown in Fig. 1, thus the mutual-inductance
is negligible;
• The self-inductance consists of DC and second order
harmonic components;
• Sinusoidal current with a DC offset is applied to
each circuit as the unipolar excitation current;
• The magnetic saturation effect is negligible;
• The rotating speed is constant.
• The positive rotation is defined in
counterclockwise direction.
Fig. 2 shows waveforms of the excitation current and
self-inductance under the above conditions. The current is
W+ V+ φr W+
φr
U− U−
(d) θ = 120 degrees
Fig. 3. Main flux path and resultant flux vector when DC current is
applied to each circuit of 4/6 SRM.
divided into the AC and DC components. Normally, adding
evenly-shifted AC currents on each circuit results in the
rotating stator magnetic field.
On the other hand, the DC current excitation generates an
inherent phenomenon of SRMs. Fig. 3 shows the main flux
path and resultant flux vector when the DC current is applied
to each circuit of the three-phase 4/6 SRM. As can be seen in
Fig. 3, the flux vector which rotates depending on the rotor
position is produced because of the rotor saliency and
winding configuration. If there is no magnetic saliency on
the rotor, fluxes generated by each stator pole are cancelled
out. This phenomenon is equivalent to one caused by a
magnet-mounted rotor or a DC excited-wound rotor. Hence,
the flux generated by the DC current can be virtually
identified as the “rotor flux” although it is actually due to the
stator current.
It is predictable that an electromagnetic force is generated
by the interaction between the virtual rotor flux and rotating
stator magnetic field when the composed excitation of DC
and AC currents (i.e. sinusoidal current with a DC offset) is
applied to each circuit. Based on the above interpretation, the
proposed vector control algorithm has been developed. The
detail is described in the next chapter.
III. VECTOR CONTROL FOR SRM DRIVE WITH UNIPOLAR
CURRENT EXCITATION
A. Modeling on Stationary Reference Frame
Fig. 4 shows the equivalent two-pole SRM model on the
the stationary reference frame. The position is defined as the
electric angle. The relationship between mechanical and
electric angles is given by:
1380
 iu U

condition, the rotating frame transformation is implemented

vu Lu by using the following matrix:

θ
⎡id ⎤ ⎡ cos2θ cos ( 2θ − 2π 3) cos ( 2θ + 2π 3) ⎤ ⎡ iu ⎤
⎢i ⎥ = 2 ⎢− sin 2θ ⎥
− sin ( 2θ − 2π 3) − sin ( 2θ + 2π 3)⎥ ⎢⎢ iv ⎥⎥ ,(5)
⎢ q⎥ 3⎢
⎢⎣ i0 ⎥⎦ ⎢ 1 2 ⎥ ⎢i ⎥
ω ⎣ 1 2 1 2 ⎦⎣ w⎦
vv

Lw
where id, iq, and i0 are the d-axis current, q-axis current, and
zero-phase current, respectively. The AC and DC
iv
Lv components of the excitation current are converted to d and
W i V q-axis currents and zero-phase current through the
w
vw
transformation, respectively.
Fig. 4. Equivalent two-pole SRM model on stationary reference frame.
Transforming (3) by using (5) gives the following
voltage equation:
θ = Pθ m , (1)

⎡ Lac Lac ⎤
where θ, P, and θm are the electric angle, number of rotor ⎢ Ldc + 2 cos 6θ − sin 6θ Lac 2⎥
2
pole pairs, and mechanical angle, respectively. ⎡vd ⎤ ⎡id ⎤ ⎢ ⎥ ⎛ ⎡id ⎤ ⎞
⎢ v ⎥ = R ⎢ i ⎥ + ⎢ − Lac sin 6θ L ⎜ ⎟
⎢ q⎥ ⎢ q⎥ ⎢ Ldc − ac cos 6θ 0 ⎥ p ⎜ ⎢⎢ iq ⎥⎥ ⎟
The self-inductance distribution is expressed with the 2 2 ⎥
⎢⎣ v0 ⎥⎦ ⎢⎣ i0 ⎥⎦ ⎢ ⎥ ⎜ ⎢i ⎥ ⎟
trigonometric function as follows:
⎢ Lac 2 0 Ldc ⎥ ⎝ ⎣ 0 ⎦ ⎠
⎣ ⎦
Lu = Ldc + Lac cos 2θ ⎫ ⎡ − Lac sin 6θ − Ldc − Lac cos6θ 0 ⎤ ⎡id ⎤
⎪
Lv = Ldc + Lac cos ( 2θ − 2 3π ) ⎬ , (2) ⎢ ⎥
+2ω ⎢ Ldc − Lac cos6θ Lac sin 6θ Lac 2 ⎥ ⎢⎢iq ⎥⎥ , (6)
Lw = Ldc + Lac cos ( 2θ + 2 3π ) ⎪⎭ ⎢
⎣ 0 0 0 ⎥⎦ ⎣⎢i0 ⎦⎥
where Lu, Lv, Lw, Ldc, and Lac are the U-phase self-inductance,
V-phase self-inductance, W-phase self-inductance, DC where vd, vq, and v0 are the d-axis voltage, q-axis voltage, and
component of the self-inductance, and amplitude of the self- zero-phase voltage, respectively. The simple description of
inductance, respectively. (6) can be derived by neglecting the asynchronous
components as follow:
The voltage equation is given by:
⎡vd ⎤ ⎡id ⎤ ⎡ Ldc 0 Lac 2 ⎤ ⎛ ⎡id ⎤ ⎞
⎡ vu ⎤ ⎡ iu ⎤ ⎛ ⎡ Lu 0 0 ⎤ ⎡ iu ⎤ ⎞ ⎢ v ⎥ = R ⎢i ⎥ + ⎢ 0 ⎥ ⎜ ⎟
⎢v ⎥ = R ⎢i ⎥ + ⎜ ⎟ Ldc 0 ⎥ p ⎜ ⎢⎢iq ⎥⎥ ⎟
⎢ v⎥ ⎢ v⎥ p ⎜ ⎢⎢ 0 Lv 0 ⎥⎥ ⎢⎢ iv ⎥⎥ ⎟ , (3) ⎢ q⎥ ⎢ q⎥ ⎢
⎢⎣ v0 ⎥⎦ ⎢⎣i0 ⎥⎦ ⎢ L ⎥
Ldc ⎦ ⎝⎜ ⎢⎣i0 ⎥⎦ ⎟⎠
⎣⎢ vw ⎦⎥ ⎣⎢iw ⎦⎥
⎜⎢ 0
⎝⎣ 0 Lw ⎦⎥ ⎣⎢iw ⎦⎥ ⎟⎠ ⎣ ac 2 0

where vu, vv, vw, R, iu, iv, iw, and p are the U-phase voltage, V- ⎡0 −Ldc ⎤ ⎡id ⎤
0
⎢ ⎥
phase voltage, W-phase voltage, armature winding resistance, +2ω ⎢ Ldc 0 Lac 2 ⎥ ⎢⎢iq ⎥⎥ . (7)
U-phase current, V-phase current, W-phase current, and ⎢0
differential operator, respectively. ⎣ 0 0 ⎥⎦ ⎢⎣i0 ⎥⎦

The torque equation is given by:

Based on (7), the equivalent SRM model on the rotating
reference frame can be depicted as shown in Fig. 5. As
⎛ ∂L ∂L ∂L ⎞
Te = P ⎜ iu2 u + iv2 v + iw2 w ⎟ , (4) pointed out above, the zero-phase component is calculated
2 ⎝ ∂θ ∂θ ∂θ ⎠
from the DC component of the excitation current. Given the
inductance matrix of the second term of (7), the virtual rotor
where Te is the instantaneous torque.
flux is derived from the following equation:
B. Modeling on Rotating Reference Frame
The rotating frame transformation is implemented in Lac
Φr = i0 , (8)
synchronization with the rotor flux rotation. As pointed out 2
above, the flux due to the DC current can be virtually
identified as the rotor flux. As shown in Fig. 3, the virtual where Φr is the virtual rotor flux. Stator linkage fluxes due to
rotor flux vector rotates in the positive rotation direction at the d and q-axis currents are given by:
twice the electric angular velocity. Considering this

1381
 id d
Hysteresis Comparator
iu* +
id*
vd iu
−
uvw
iv* +
iq*
Switching signals
vq iv
dq0 −
i0
iw* +
iq
i0*
v0 q iw
−

0 θ

Fig. 5. Equivalent SRM model on rotating reference frame. Fig. 6. Hysteresis based-current control system.

Φsd = Ldcid , Φsq = Ldciq , (9) Te = P Lac cos β sin 2γ I a2 . (15)

2

where Φsd and Φsq are the linkage fluxes due to the d and q- From (15), the MTPA condition for the unipolar current
axis currents, respectively. From (8) and (9), the total linkage excitation is given by [8]:
fluxes are expressed as follows:
id = 0 ⎫⎪
Φd = Φr + Φ sd =
Lac
i0 + Ldc id , Φq = Φ sq = Ldc iq , (10) ⎬. (16)
i0 = 2iq ⎭⎪
2

where Φd and Φq are the d and q-axis components of the IV. IMPROVED CURRENT CONTROLLER FOR VECTOR
total linkage flux, respectively. CONTROL
The torque is derived by calculating the cross product of The hysteresis based-current controller is often used for
the total linkage flux and current vectors on the d-q SRM drives to deliver a great performance at the current
reference frame as follow: tracking in the nonlinear system. The control system is
shown in Fig. 6. In this research, the conventional technique
has been used in the proposed vector control [7][8]. However,
Te = 2P (Φd iq − Φqid ) . (11) there are some problems remaining in the driving range and
noise emission.
Substituting (10) into (11) gives the following equation: Fig. 7 shows simulation results of the proposed vector
control using the hysteresis based-current controller on a 1
Te = 2PLaci0iq . (12) kW SRM. The current command is given based on the
condition of (16). As can be seen in Fig. 7 (a), the great
performance at the current tracking can be achieved and the
C. Maximum Torque per Ampere (MTPA)Control desired mean torque is generated at the low-load operation.
The d-axis, q-axis, and zero-phase currents are expressed However, at high load-operation in which the voltage is
with the resultant vector length and phase angles as follows: insufficient to excite the SRM, there is the steady state error
remaining on the rotating reference frame. The current
id = − I a sin β sin γ ⎫ control system shown in Fig. 6 is difficult to compensate this
⎪ control error automatically because there is no feedback loop
iq = I a cos β sin γ ⎬ , (13) of the d-axis, q-axis, and zero-phase currents. Unless the
i0 = I a cos γ ⎪
⎭ current vector length command or applied voltage is
increased without taking account of the vector control theory,
where Ia, β, and γ are the current vector length, angle formed the control system cannot achieve the wide driving range.
by the q-axis and current vector, and angle formed by the Unfortunately, the hysteresis based-switching technique
zero-phase axis and current vector, respectively. The current also generates the significant audible noise. Fig. 8 shows the
vector length is given by: FFT results of the simulated voltage in the proposed vector
control using the hysteresis based-current controller at low-
Ia = }
id2 + iq2 + i02 . (14) load condition. As can be seen in Fig. 8, the spectrums are
distributed across the wide frequency range (i.e. the
switching frequency is not fixed). The random switching by
Substituting (13) into (12) gives the following torque the hysteresis control may excite the natural vibration and
equation: results in the significant audible noise.

1382
 20 20 6 200
i0 vu
15 iu 15

Torque [N m]

Voltage [V]
Current [A]

Current [A]
4
10 10
5 5
iq 0
2 Te
0 0
id
-5 -5 0 -200
0 0.025 0.05 0 0.025 0.05 0 0.025 0.05 0 0.025 0.05
Time [s] Time [s] Time [s] Time [s]
(a) low-load operation (4 Nm, 300 rpm)
20 20 6 200
i0 vu
15 15

Torque [N m]
iu

Voltage [V]
Current [A]

Current [A]
4
10 10
0
5 5 iq
2
0 0
Te
id
-5 -5 0 -200
0 0.00625 0 0.00625 0 0.00625 0 0.00625
Time [s] Time [s] Time [s] Time [s]

(b) high-load operation (4 Nm, 2400 rpm)

Fig. 7. Simulation result of proposed vector control using hysteresis based-current controller. DC and second-order harmonic components of self-
inductance are taken into account. Magnetic saturation effect is neglected. Solid and dotted lines are simulated and command values, respectively.
20 B. Feed-forward Controller
The transient term is compensated by the feed-forward
Voltage [V]

10 control and the commands are given as follows:

0 Lˆ ac Lˆ Lˆ ⎫
0 4000 8000 12000 16000 20000
v*Fd = cos 6θ pid* − ac sin 6θ piq* + ac pi0* ⎪
2 2 2 ⎪
Frequency [Hz]
Fig. 8. FFT result of simulated voltage of proposed vector control using Lˆ Lˆ ⎪⎪
hysteresis based-current controller at low-load operation (4 Nm, 300
v*Fq = − ac sin 6θ pid* − ac cos 6θ piq*
2 2 ⎬, (18)
rpm).
⎪
Lˆ ⎪
v*F 0 = ac pid* ⎪
To solve the above problems, the improved current 2 ⎪⎭
controller is designed in this research. Fig. 9 shows the
control system. As shown in Fig. 9, there are three control where vFd*, vFq*, and vD0* are the d-axis, q-axis, and zero-
parts: current PI, decoupling, and feed-forward controllers. phase voltage commands for the feed-forward control,
The voltage commands from these controllers can be respectively, and id*, iq*, and i0* are the d-axis, q-axis, and
achieved by a carrier-based PWM inverter. In the following zero-phase current commands, respectively. Fig. 10 shows
sections, the detail of each part is described. the detail of the feed-forward controller. To calculate the
A. Decoupling Controllers voltage commands from (18), the state variable filter is used
in each axis and phase component. The function is the
In (6), the second and third terms are equivalent to the combination of the differential operation and low-pass filter
transient and coupling terms, respectively. To assume the (LPF), and the gain Ks is equivalent to the cutoff angular
controlled-SRM as ideal RL circuits on the rotating reference frequency of the LPF. Considering the desired current
frame, the coupling term and the part of the transient term response, Ks is set at the same value of the cutoff angular
are preliminarily compensated by adding proper voltage frequency of the current PI controller.
commands. The commands for the decoupling control are
given by: C. Current PI Controller
In the control system shown in Fig. 9, the same PI
*
vDd { (
= 2ω − Lˆac sin 6θ id + − Lˆdc − Lˆac cos 6θ iq ⎫
⎪⎪ )} controller is used for the current regulation of each axis and
phase component. The transfer function is expressed as
⎪⎧ ˆ Lˆ ⎫
⎪ ⎬ , (17) follow:
*
vDq ( )
= 2ω ⎨ Ldc − Lˆac cos 6θ id + Lˆac sin 6θ iq + ac i0 ⎬ ⎪
2 ⎭⎪⎭⎪
⎩⎪
⎛ ⎞ , (19)
G PI ( s ) = K c ⎜ 1 + 1 ⎟
⎝ τ cs ⎠
where Lˆac , and Lˆdc are the d and q-axis voltage
vDd*, vDq*,
commands for decoupling control and the nominal values of where GPI, Kc, and τc are the transfer function, gain, and time
the DC component and amplitude of the self-inductance, constant of the PI controller, respectively. Because of the
respectively. decoupling and feed-forward controllers, the controlled-

1383
 Feed-forward
Controller

vFd* vFq* vF0*

+ + vd* vu*
id* PI dq0
+ − + + vq* vv*

PWM
+ +

VSI
iq* PI SRM
+ − + + v0* vw*
+ +
i0* PI uvw
+ −
vDd* vDq*
Decoupling θ
Controller

id iu
uvw
iq iv

i0 iw
dq0

Fig. 9. Improved current controller for vector control.

State Variable Filter
audible range, the carrier frequency is set at 16 kHz in the
pid*
id *
+ −
Ks vFd* proposed technique.
1
s In the conventional SRM drive, the excitation current is
iq *
Ks
piq* Transient Term
vFq*
regulated by three controlled-parameters: the turn-on angle,
+ − Calculation
turn-off angle, and current chopping level. To maximize the
1
s motor efficiency, these parameters are optimized through a
i0* Ks
pi0*
vF0*
trial and error process. The two-level hysteresis control
+ −
method is also applied to the current regulation and the band
1
s θ
width is set at 0.5 A.
Fig. 10. Feed-forward controller. A. Current and Voltage Waveforms
SRM can be identified as the RL circuits on the rotating Fig. 13 shows measured current and voltage waveforms
reference frame. To achieve the ideal one-order current of the conventional SRM drive. The excitation interval at the
response, τc is set at the time constant of the controlled low and full load operations are 40-70 and 0-60 degrees in
machine (i.e. Ldc/R). The gain Kc is designed depending on the electric angle, respectively. The result experimentally
the current response speed. shows that it is necessary to adjust the controlled-parameters
depending on the load variation in the conventional
D. Theoretical Verification technique.
Fig. 11 shows simulation result of the proposed vector
control using the improved current controller on the 1 kW Fig. 14 shows measured current and voltage waveforms
SRM. The current command is given based on the condition of the proposed vector control using the improved current
of (16). The carrier frequency is fixed at 16 kHz. As can be controller. Here, it should be noted that the control system is
seen in Fig. 11, the performance at the current tracking can operated with the same controlled-parameters derived from
be improved and the desired mean torque is generated at (16) at both the low and full-load conditions. Although the
both the low and full-load operations. Even if the voltage is phase current waveform at the low-load operation is much
insufficient to excite the SRM, the control system can different from the one at the full-load operation, the current
compensate the steady state error on the rotating reference tracking on the rotating reference frame can be achieved in
frame because of the feed-back loop of the d-axis, q-axis, the proposed technique. There is no need to optimize the
and zero-phase current. controlled-parameters even if the load varies.

Fig. 12 shows the FFT result of the simulated voltage in B. Vibration and Noise
the proposed vector control using the improved current Fig. 15 shows measured vibration acceleration and
controller at the low-load condition. As can be seen in Fig. acoustic noise of the conventional SRM drive. The vibration
12, the expected switching noise is generated at only 16 kHz. level is small across the entire frequency range at low-load
The significant audible noise can be mitigated by the fixed operation. However, the audible noises are generated at
frequency switching unless the low order radial force and around 8.0 and 10.5 kHz because the random switching by
switching noise excites the natural vibration of the controlled the hysteresis control excites the natural vibration of the
machine. tested SRM. The vibration and noise levels at the full-load
operation are more significant than ones at the low-load
V. EXPERIMENTAL RESULTS operation. As can be seen in Fig. 13 (b), the nearly single
In this paper, the vector control using the improved pulse voltage is applied to the tested machine although there
current controller is experimentally verified by comparing are short intervals where high-frequency switching is
with the conventional technique. TABLE I. shows the implemented. Under the condition, the radial force between
machine parameters of the tested SRM. Considering the the stator and rotor is instantly released at the turn-off timing

1384
 20 20 6 200
i0 vu
15 15

Torque [N m]
iu

Voltage [V]
Current [A]
Current [A] 4
10 10
5 5
iq 0
2 Te
0 0
id
-5 -5 0 -200
0 0.025 0.05 0 0.025 0.05 0 0.025 0.05 0 0.025 0.05
Time [s] Time [s] Time [s] Time [s]
(a) low-load operation (4 Nm, 300 rpm)
20 20 6 200
i0 vu
15 15
iu

Torque [N m]

Voltage [V]
Current [A]
Current [A]

4
10 10
5 5
iq 0
2 Te
0 0
id
-5 -5 0 -200
0 0.00625 0 0.00625 0 0.00625 0 0.00625
Time [s] Time [s] Time [s] Time [s]
(b) high-load operation (4 Nm, 2400 rpm)
Fig. 11. Simulation result of proposed vector control using improved current controller. DC and second-order harmonic components of self-inductance are
taken into account. Magnetic saturation effect is neglected. Solid and dotted lines are simulated and command values, respectively.
150 TABLE I. MACHINE PARAMETERS OF TESTED SRM
Voltage [V]

Number of stator poles 12

75
0
0 4000 8000
Frequency [Hz]
Fig. 12. FFT result of simulated voltage in proposed vector control
using improved current controller at low-load condition (4 Nm, 300 rpm).
and the natural vibration is strongly-excited by the single
pulse voltage drive as described in the previous researches
[5][6].
Fig. 16 shows measured vibration acceleration and
acoustic noise of the proposed vector control using the
improved current controller. At the low-load operation, the
expected vibration and noise are generated at 16 kHz (it is
equivalent to the carrier frequency). Although the noise level
is significant, the frequency is out of the audible range.
Moreover, the audible noises are small compared with the
result of the conventional SRM drive (see Figs. 15 (a) and 16
(a)) because of the fixed frequency switching. There is a
large difference between the results of Figs. 15 (b) and 16 (b).
Although the proposed technique also excites the natural
vibration at the full-load operation, the vibration and noise
levels are much smaller than the results of the conventional
technique.
C. Motor Efficiency
Fig. 17 shows a comparison of motor efficiency from low
to full-load operations. The motor efficiency of the proposed
technique is smaller than the one of the conventional
technique. However, the difference decreases with the
increase of the load despite the vibration and noise levels in
operation are reduced in the proposed technique. The vector
control algorithm is developed considering DC and second-
order harmonic components of the self-inductance and
excitation current. The higher harmonic current injection can
Number of rotor poles 8
Rated output power 1.0 [kW]
12000 16000 20000 Winding resistance R̂ 0.44 [Ω/phase]
Amplitude of self-inductance Lˆ ac (unsaturated) 5.50 [mH]
DC component of self-inductance Lˆ dc (unsaturated) 6.33 [mH]
be a solution to improve the performance at the
torque/current ratio and motor efficiency.
VI. CONCLUSIONS
In this paper, the vector control for the SRM drive has
been described. To enhance the performance of the proposed
technique, the improved current controller has been
developed. The possibilities of this research are summarized
as follows:
• The unified interpretation of the torque generation
principle of SRMs is given in the same way as
conventional AC machines based on the interaction
between the (virtual) rotor flux and rotating stator
magnetic field.
• As the general solution for the current command
generation of SRM drives, the MTPA condition is
given. Under the condition, the SRM drive can be
easily controlled by the single parameter (i.e. the
current vector length).
• The improved current controller for the vector
control can achieve the wide driving range without
the controlled-parameter tuning because of the
feedback loop on the rotating reference frame.
• The control system can achieve small vibration and
noise levels in operation for the entire driving range.

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 Vibration Acceleration
24 240 12 100

Acoustic Noise [dB]

iu vu
18

Voltage [V]
Current [A]

12

[m/s2]
0 6 50
6
0
-6 -240 0 0
0 0.025 0.05 0 0.025 0.05 0 8000 16000 0 8000 16000
Time [s] Time [s] Frequency [Hz] Frequency [Hz]
(a) low-load operation (4 Nm, 300 rpm) (a) low-load operation (4 Nm, 300 rpm)

Vibration Acceleration
24 240 12 100

Acoustic Noise [dB]

iu vu
18
Voltage [V]
Current [A]

12

[m/s2]
0 6 50
6
0
-6 -240 0 0
0 0.00625 0 0.00625 0 8000 16000 0 8000 16000
Time [s] Time [s] Frequency [Hz] Frequency [Hz]
(b) full-load operation (4 Nm, 2400 rpm) (b) full-load operation (4Nm, 2400 rpm)
Fig. 13. Measured current and voltage waveforms of conventional drive Fig. 15. FFT results of measured vibration acceleration and acoustic
technique. noise of conventional drive technique.

Vibration Acceleration
24 240 12 100
vu

Acoustic Noise [dB]

18 iu
Voltage [V]
Current [A]

[m/s2]
12
0 6 50
6
0
-6 -240 0 0
0 0.025 0.05 0 0.025 0.05 0 8000 16000 0 8000 16000
Time [s] Time [s] Frequency [Hz] Frequency [Hz]
(a) low-load operation (4 Nm, 300 rpm) (a) low-load operation (4 Nm, 300 rpm)
Vibration Acceleration

24 240 12 100

Acoustic Noise [dB]

iu vu
18
Voltage [V]
Current [A]

[m/s2]

12
0 6 50
6
0
-6 -240 0 0
0 0.00625 0 0.00625 0 8000 16000 0 8000 16000
Time [s] Time [s] Frequency [Hz] Frequency [Hz]
(b) full-load operation (4 Nm, 2400 rpm) (b) full-load operation (4 Nm, 2400 rpm)
Fig. 14. Measured current and voltage waveforms of proposed vector Fig. 16. FFT results of measured vibration acceleration and acoustic
control using improved current controller. noise of proposed vector control using improved current controller.
REFERENCES 100
[1] H. Arihara and K. Akatsu, "Basic Properties of an Axial-Type
75
Efficiency [%]

Switched Reluctance Motor," IEEE Transactions on Industry

Applications, vol. 49, No. 1, pp. 59-65, January/February 2013.
[2] K. M. Rahman, B. Fahimi, G. Suresh, A. V. Rajarathnam, and M.
Ehsani, "Advantages of Switched Reluctance Motor Applications to
EV and HEV: Design and Control Issues," IEEE Transactions on
Industry Applications, vol. 36, No. 1, pp. 111-121, January/February
2000.
[3] I. Husain and S. A. Hossain, "Modeling, Simulation, and Control of
Switched Reluctance Motor Drives," IEEE Transactions on Industrial
Electronics, vol. 52, No. 6, pp. 1625-1634, December 2005.
[4] N. J. Nagel and R. D. Lorenz, "Rotating Vector Methods for Smooth
Torque Control of a Switched Reluctance Motor Drive," IEEE
Transactions on Industry Applications, vol. 36, No. 2, pp. 540-548,
March/April 2000.
[5] C. Y. Wu and C. Pollock, "Analysis and Reduction of Vibration and
Acoustic Noise in the Switched Reluctance Drive," IEEE
Transactions on Industry Applications, vol. 31, No. 1, pp. 91-98,
January/February 1995.
50
Conventional
25
Proposed
0
0 600 1200 1800 2400 3000
Motor speed [rpm]
Fig. 17. Motor efficiency comparison between conventional drive
technique and proposed vector control using improved current controller
(at 4 Nm).
[6] S. A. Long, Z. Q. Zhu, and D. Howe, "Effectiveness of Active Noise
and Vibration Cancellation for Switched Reluctance Machines
Operating Under Alternative Control Strategies," IEEE Transactions
on Energy Conversion, vol. 20, No. 4, pp. 792-801, December 2005.
[7] N. Nakao and K. Akatsu, "High Performance Vector Control of
Switched Reluctance Motors," EVTeC & APE Japan, May 2014.
[8] N. Nakao and K. Akatsu, "Vector Control Specilized for Switched
Reluctance Motor Drives," International Conference on Electrical
Machines (ICEM2014), September 2014.

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