IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO.
5, MAY 2011
An Integrated Driving/Charging Switched Reluctance
Motor Drive Using Three-Phase Power Module
Hung-Chun Chang and Chang-Ming Liaw, Member, IEEE
Abstract—This paper develops an integrated driving/charging
switched reluctance motor (SRM) drive for electric vehicles using
off-the-shelf three-phase intelligent power modules (IPMs). Five
legs of two IPMs are employed to construct the four-phase SRM
modified Miller converter. Moreover, its front-end dc/dc boost
converter is formed by the remaining one leg to boost the dc-link
voltage from a battery. Proper current and speed control schemes
are designed to yield satisfactory driving performance. In par-
ticular, the performance under higher speed is enhanced by the
boosted dc-link voltage and the advanced shift of commutation
instant. In idle case, some imbedded IPM power devices and SRM
windings are arranged to form a buck-boost type or a buck-type
switch-mode rectifier (SMR) for charging the battery from a
utility with good charging control characteristics and a line drawn
power quality. The rating derivations, performance analyses, and
controller designs for these two SMRs are performed in detail. All
constituted circuit components of the charger are naturally placed
onboard; only the insertion of a power cable to the ac source socket
is needed. A common digital signal processor is used to realize all
control schemes fully digitally, and their control performances are
demonstrated experimentally.
Index Terms—Battery, charger, current control, electric vehicle
(EV), intelligent power module (IPM), power factor correction,
speed control, switched reluctance motor (SRM), voltage boosting.
I. I NTRODUCTION
T HE rotor of a switched reluctance motor (SRM) [1], [2]
is not equipped with windings or permanent magnets.
Hence, it possesses high efficiency and potential applications
with wide speed range, such as electric vehicles (EVs) [3]–[5]
and home appliances [6]. However, many key issues should be
properly treated for achieving a high-performance SRM drive.
Choosing the suited type of converter is the first step. Among
the existing SRM converters [1], [2], [7]–[9], the modified
Miller converter is perhaps the best candidate considering the
switch number and switching control ability.
For a motor drive, the use of a suitable dc/dc or ac/dc front-
end converter to establish a well-regulated or well-boosted
dc-link voltage can possess many advantages [10], [11], partic-
ularly the enhancement of the driving performance under higher
Manuscript received November 7, 2009; revised March 25, 2010; accepted
April 28, 2010. Date of publication June 10, 2010; date of current version April
13, 2011. This work was supported by the National Science Council, Taiwan,
under Grant NSC97-2221-E-007-139-MY3.
The authors are with the Department of Electrical Engineering, National
Tsing Hua University, Hsinchu 30013, Taiwan (e-mail: cmliaw@ee.nthu.
edu.tw).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIE.2010.2051938
0278-0046/$26.00 © 2010 IEEE
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1763
speeds. In [12], a buck-boost dc/dc converter is employed for
adjusting the dc-link voltage of the SRM drive. As to [9], the
C-dump converters are applied for a battery-powered SRM-
driven automobile. For the SRM drive drawn power from a
utility grid, a switch-mode rectifier (SMR) using a front-end
single-ended primary inductance converter [13] and a boost-
type SMR [14] are employed to accomplish this goal.
As to an EV drive, a compact and high-performance charger
circuit is also needed. In [15], an SRM converter with driving
and charging functions was presented. However, an additional
winding must be wound to couple closely to one motor phase
winding, and the power factor correction (PFC) control is not
arranged. Some existing EV chargers adopt an integral circuit
configuration with some common components of the motor
drive. For the SRM drive in [16], the SRM can be powered
from an ac or battery dc source. In the charging operation, the
SRM windings are employed as a transformer. Similarly, the
PFC control is also not performed. As well known, the SMR can
be used as a battery charger with a good ac line drawn power
quality. The surveys for single-phase SMRs can be referred to
in [17] and [18]. Some existing research can be found in [19]
for the buck-boost-type SMR and in [20] and [21] for the buck-
type SMR.
Unlike three-phase ac motors, it lacks off-the-shelf power
modules for compactly constructing the SRM converter. Until
recently, a single-phase IPM FCAS50SN60 [22] and a two-
phase IPM FCA20DN60BB [23] for SRMs were announced by
Fairchild Company. As an alternative, the SRM converters can
be properly constructed using a three-phase six-switch IPM.
Some existing research concerning this affair can be found
in [24]–[26] for three-phase SRMs and in [27] for two-phase
SRMs.
In control issues, the current control approaches for the
SRM drive can roughly be categorized into ramp-comparison
[28], hysteresis pulsewidth modulation (PWM) [29], and peak
[30] PWM current controls. As to the speed control, some
typical existing control methods are the following: 1) classical
controls [1], [2]; 2) variable-structure-system controls [31]; and
3) robust control [32].
As generally recognized, the double-salient structure and
square-wave exciting current render the SRM to possess larger
torque ripple, speed ripple, mechanical vibration, and acoustic
noise [1], [2], [33]. Many research studies concerning the
origins and reductions of these defects have been conducted
during the past decades [1], [2], [33]–[36]. These will enhance
the application potential in EVs and hybrid EVs [3], [37],
[38]. Some research emphasized on the application of current
and torque-sharing-function profiling techniques [34]–[36].
1764
Fig. 1. Conceptual configuration of IGBT module for asymmetric bridge converter with boost-type SMR front end of a four-phase SRM.
Moreover, in [36], the comparative study of five switching
control approaches in vibration and acoustic noise reductions
for the SRM drive was presented. These approaches include
random frequency PWM with harmonic spectrum shaping,
turn-on and turn-off angles’ advanced shift with a fixed dwell
angle, randomizing turn-off angle, and current tail profiling
without and with the advancing commutation shift.
This paper develops a DSP-based battery-powered SRM
drive for EVs with integrated driving and charging functions.
Two insulated gate bipolar transistor (IGBT) IPMs [39] are used
to construct the SRM modified Miller converter and the front-
end dc/dc boost converter. The modified Miller converter of the
four-phase SRM is constructed using five legs of two IPMs,
and the remaining one leg is used to form a front-end dc/dc
boost converter to establish the boosted dc-link voltage from
the battery. In idle case, some imbedded IPM power devices
and SRM windings are arranged to form a buck-boost-type or
buck-type SMR for charging the battery from the utility with
good charging control characteristics and a line drawn power
quality. All constituted circuit components of the chargers are
placed onboard, and no externally added circuit components are
required. All control schemes of the motor drive and battery
charger are properly designed and realized in a common DSP.
II. P ROPOSED SRM D RIVE
A. Power Modules for SRM Drive
A conceptual block of the IGBT module for the standard
asymmetric bridge converter of a four-phase SRM is shown
in Fig. 1, wherein the power devices for constructing a boost-
type SMR front end are also included. If the IPM arrangement
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011
is preferred, the gate drivers and suitable protection circuits
should further be embedded. Unlike the popularly employed
three-phase power modules, it always lacks off-the-shelf mod-
ules for constructing a compact SRM converter. Until recently,
two IPMs [22], [23] specifically for single- and two-phase
converters of the SRM were provided by Fairchild Company. In
reality, one can employ the commercialized three-phase IPMs
as alternatives to construct the SRM converter with a suitable
arrangement.
This paper develops an integrated driving/charging SRM
drive for EVs using three-phase IGBT modules shown in Fig. 2,
which is placed onboard and can be operated either in motoring
mode with the boosted dc-link voltage or in PFC battery-
charging mode. In Fig. 2, the schematic of the Mitsubishi
IGBT Module CM100RL-12NF [39] and the measured winding
inductance profiles at 100 Hz of the employed SRM are also
shown.
B. Motor-Driving Mode
1) Motoring Mode: In motor-driving mode, all the switches
in Fig. 2 are set in the position 
D , which resulted in the
system configuration drawn in Fig. 3(a). Its control schemes
are respectively shown in Fig. 3(b)–(d). The features of all
the constituted components are introduced in the following
paragraphs.
1) SRM: four phase, 8/6, 48 V, 6000 r/min, and 2.3 kW
(Densei Company, Japan). This lower power SRM drive
is directly applicable for low-speed EVs [4], [5], golf
cars, commuter cars, electric chairs, electric scooters, etc.
However, the proposed SRM drive and control schemes
CHANG AND LIAW: INTEGRATED DRIVING/CHARGING SRM DRIVE USING THREE-PHASE POWER MODULE
Fig. 2. Developed integrated driving/charging SRM drive for EVs using three-phase IPMs and the measured SRM winding inductance profiles
are also applicable for high-speed EVs with larger ratings
of the motor and converter being employed.
2) Modified Miller’s converter: It is constructed using
five legs of two three-phase seven-pack IGBT modules
CM100RL-12NF (Mitsubishi Company) with VCES =
600 V, continuous corrector current IC = 100 A, peak
corrector current ICM = 200 A, continuous diode current
IE = 100 A, and peak diode current IEM = 200 A. The
numbers of employed devices are labeled in Fig. 3(a).
The gate driver circuits, snubber circuits, and overcurrent
protection circuits are all properly designed according to
the application note provided by the vendor [39]. In the
snubber circuit, a Mylar capacitor of 0.47 μF/630 V is
connected across the dc link. Furthermore, the overcur-
rent protection is achieved by inhibiting the IGBT gating
signals when the sensed inductor and winding currents
are greater than the preset value.
3) Two-quadrant dc/dc front converter: It is constructed by
the remaining one IPM leg. The switch Sb and the diode
Da are employed to form the dc/dc boost converter in the
motoring mode. In the regeneration-braking mode, Sa in
Figs. 2 and 3(a) is forced on by the control signal Tb (sa )
to provide a current path from the demagnetized windings
to the battery bank. The other devices Sa and Db will
be used to form a buck-type SMR charger, which will be
further described later.
4) Battery bank (nominal voltage Vb = 48 V): It is formed
using four serially connected cells (NP38-12 12 V/38 Ah)
manufactured by Yuasa Company.
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1765
5) Motor load: It is a permanent-magnet synchronous gen-
erator with adjustable load resistance RL .
6) Rotor position and speed detection schemes: Two Hall
quadrature signals and two quadrature incremental en-
coder signals with a resolution of 4096 pulses/r are used
to yield the rotor absolute position and speed.
7) Commutation tuning scheme: The advanced shift of the
turn-on angle approach with a fixed turn-off angle θoff is
adopted in this paper. The definition of the shifted turn-on

angle θon = θon − β is shown in Fig. 2. The commutation
instant shift is made by introducing a pulse number Nos
to the position register to yield the shift angle of Δθr =
β = (Nos /4096)360◦ .
8) Control schemes: All the digital control algorithms are
designed using the redesign approach and the zero-order-
hold transformation method. In addition, the control al-
gorithms are realized in a digital control environment
including a DSP TMS320C240 (Texas Instruments) and
an application-specific integrated circuit Servo E202
(Mechanical Industry Research Laboratories, Industrial
Technology Research Institute, Taiwan). The consti-
tuted control schemes are enumerated in the following
paragraphs.
a) SRM drive current control schemes: The SRM drive
consists of N = 4 winding ramp-comparison current-
controlled PWM (RC-CCPWM) schemes, shown in
Fig. 3(b), with a sampling rate fsi = 12.5 kHz, and
the PWM switching frequency is also set as fs =
12.5 kHz.
1766 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011

Fig. 3. System configuration of the developed SRM drive in motor-driving mode. (a) Modified Miller converter with dc/dc boost converter front end. (b) Current
control scheme. (c) Speed control scheme. (d) DC-link-voltage-boosting control scheme of the front-end dc/dc converter.

b) SRM speed control scheme: The proposed linear
model-following speed control scheme is shown in
Fig. 3(c). The feedback controller is designed at
nominal case according to the defined step speed
tracking response. As the changes of the operating
condition and system parameters occur, a simple lin-
ear model-following controller (LMFC) is employed
to preserve the defined tracking response trajectory
as far as possible. Moreover, the speed load regu-
lation response can also be further improved simul-
taneously. The sampling rate of the speed loop is
fsω = 1.25 kHz.
c) DC-link-voltage-boosting control scheme: The auxil-
iary PWM channel of the DSP is employed to perform
the voltage-boosting PWM control of the front-end
converter. The PWM switching frequency fs and the

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CHANG AND LIAW: INTEGRATED DRIVING/CHARGING SRM DRIVE USING THREE-PHASE POWER MODULE 1767

Fig. 4. Configurations of SRM drive in charging mode. (a) Buck-boost PFC charger. (b) Buck PFC charger. (c) Charging control scheme of (a) and (b).

digital control sampling frequency fsv are all set to be
fs = fsv = 12.5 kHz.
2) Regeneration Braking: When making the regeneration
braking, a control signal Tb (sa ) is generated by the speed
command generator to initiate the following actions: 1) The
switch Sa in the front-end converter is turned on; and 2) Nos =
−90 (β = −7.91◦ ) is set to let the SRM be operated in the
generator mode. The switch Sa will provide the natural current
path from the demagnetized windings to the battery bank.
C. Battery-Charging Mode
In idle condition, the switches in Fig. 2 are changed to the
position  C to form the onboard PFC chargers without any
externally added components. The buck-boost and buck PFC
chargers can be constructed as shown in Fig. 4(a) and (b),
respectively, in which the typical current waveforms are also
sketched. The two types of PFC chargers and their control
schemes are discussed in the following paragraphs.
1) Buck-boost PFC charger: The resulted schematic is in-
dicated in Fig. 4(a), wherein Q3 is permanently on and
Q2 is in charge of the PWM switching control. The diode
De is used to avoid the short circuit of the battery as Q2
is turned on. The inductance (L2 ) of the second-phase
winding is used as the input filter component, and the
first-phase winding inductance (L1 ) is employed as the
energy storage component of the buck-boost SMR.
2) Buck PFC charger: The resulted buck-SMR-based
charger circuit is shown in Fig. 4(b). The switch Sa , diode
Db , and inductance Lb are used to form a buck-type SMR
for charging the battery from the utility. The full-bridge
rectifier and ac input filter of this buck SMR are identical
to those of the buck-boost SMR shown in Fig. 4(a).

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1768 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011

3) Control schemes: The two types of PFC chargers possess According to large-signal stability criterion for an RC-
the same control scheme shown in Fig. 4(c). The only CCPWM scheme, the limit of kPi is determined during the
difference lies in the scaling of the command magnitude PWM off period as
of îL ; it is set as 22.71 A for the buck-boost PFC charger
L(i, θr ) dvsw
and 15.69 A for the buck PFC charger to yield the max- kPi < = 0.775 (4)
imum charging current (0.25 C/9.5 A). As the condition e(i, ωr )Kim dt
of Vb ≥ 52 V(52 V = 13 V × 4) is reached, the charging
where the winding resistance is neglected, Kim = 0.04 V/A =
enters the constant voltage floating mode. The switching
current sensing factor, and the other parameters obtained from
frequencies and digital control sampling rates are set as
the measured winding inductance (at 100 Hz) shown in Fig. 2
stated in the following paragraphs.
and the back EMF defined in (1) are as follows: L(i, θr ) =
a) Buck-boost PFC charger: 1) current loop: switching
L(50 A, θr = 15◦ ) ≈ 300 μH and e(i, ωr ) = 29.05 V at 50 A
frequency fs = 12.5 kHz and control sampling rate
and 6000 r/min. According to (4) and letting the small-signal
fsi = 12.5 kHz; and 2) voltage loop control sampling
closed-loop current tracking transfer function frequency re-
rate fsv = 1.25 kHz.
sponse (not shown here) have the crossover frequency of fcr =
b) Buck PFC charger: 1) current loop: switching fre-
6.17 kHz, the current controller parameters are finally deter-
quency fs = 50 kHz and control sampling rate fsi =
mined to be
50 kHz; and 2) voltage loop control sampling rate
fsv = 5 kHz. kPi = 0.3, kIi = 5000. (5)

III. M OTOR D RIVING W ITH B OOSTED DC-L INK VOLTAGE c) Speed Control Scheme:
i) Dynamic model estimation: In the RC-CCPWM
A. SRM Drive scheme shown in Fig. 3(b), the square-wave winding current
The proposed SRM drive power circuit has been described tracking error is always not ideal. Thus, the resulted devel-
previously. Its dynamic control is treated as discussed in the oped torque Te will contain ripple components. By assuming
Δ Δ
following paragraphs. Te = (k̄t + δkt )Ic = (T̄e + ΔTe ), a simplified control block is
a) Dynamic Modeling: As generally recognized, the actuate drawn in Fig. 3(c), wherein k̄t = average torque generating
modeling for an SRM drive is a difficult issue. The practical constant and δkt = ripple torque generating constant. Obvi-
modeling and control approaches are presented in this paper. ously, k̄t and δkt are all variant with the varying motor
By assuming a linear magnetic circuit and by neglecting the parameters and operating conditions.
coupling effect between phase windings, the per-phase winding In the speed-loop control block shown in Fig. 3(c), the plant
voltage and torque equations of an SRM can be expressed as dynamic model is redefined as
[1], [2]
Kω Δ b Δ BΔ Δ Kω Δ
Hp (s)= = , a= =ā+Δa, b= = b̄+Δb
dλ(i, θr ) di ∂L(i, θr ) Js+B s+a J J
v = Ri + = Ri + L(i, θr ) + ωr i (6)
dt dt ∂θr
di
Δ
= Ri + L(i, θr ) + e(i, ωr ) (1) where Kω = (2.085 × 10−5 ) = speed sensing factor, J = J¯ +
dt
N=4 N=4   ΔJ, and B = B + ΔB, with the variables (·) and Δ(·) being
1 ∂L(i, θr ) 2 the nominal value and variation of (·), respectively.
Te = Tei = ii
i=1 i=1
2 ∂θr Let the motor be operated at a chosen nominal condition
dωr (Vd = 48 V, ωr = 4500 r/min, and RL = 70 Ω), and the speed
= TL + Bωr + J (2) responses due to a step command change and an observed
dt
step load torque change are measured and used to yield the
where v = winding terminal voltage, i = winding current, R = following estimated plant dynamic model parameters
Δ
winding resistance, L(i, θr ) = ∂λ(i, θr )/∂i = incremental
winding inductance, e(i, ωr ) = back electromagnetic force ā = 0.85, b̄ = 24.6, k̄t = 0.00135. (7)
(EMF), θr = rotor position, ωr = rotor angular speed, N =
phase number, TL = load torque, J = total moment of inertia, ii) Feedback controller: The PI feedback speed controller
and B = total damping coefficient. is chosen as
The measured rotor position and current-dependent winding kPω s + kIω
inductance profiles at 100 Hz of the employed SRM are plotted Gcω (s) = . (8)
s
in Fig. 2. Furthermore, the winding resistance is measured to be
0.025 Ω (dc). Neglecting the contribution of LMFC, the controller Gcω (s)
b) Current-Controlled PWM Scheme: For simplicity, the is designed to let the closed-loop tracking transfer function
current feedback controller shown in Fig. 3(b) is chosen to be a under the nominal case possess the desired speed response
proportional-integral (PI) type with defined by a first-order reference model
kIi r 10
Gci (s) = kPi + . (3) Hm (s) = = . (9)
s s+r s + 10

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CHANG AND LIAW: INTEGRATED DRIVING/CHARGING SRM DRIVE USING THREE-PHASE POWER MODULE
The parameters of Gcω (s) can be derived as
r
kPω = = 301.11, kIω = ākPω = 255.95.
b̄k̄t
iii) LMFC: As the changes of the system parameters and
operating condition occur, the designed PI feedback controller
cannot preserve the defined reference response. A compensa-
Δ
tion control command Icm = Ke eo , eo = ωm − ωr is generated
by the LMFC shown in Fig. 3(c) from the tracking error
to reduce the model-following tracking error. Meanwhile, the
speed variation caused by the load torque change can also be
reduced. The model-following control gain Ke = 10 is set here.
B. Front-End Converter
a) Power Circuit: In Fig. 3(a), the devices Sb , Da , and
the inductor Lb constitute a front-end boost dc/dc converter.
The nominal battery voltage is Vb = 12 × 4 = 48 V, and it is
boosted to the dc-link voltage in the range of 48 V ≤ Vd ≤
72 V.
The circuit components are designed under a continuous
conduction mode (CCM) with the following assumptions:
1) neglecting the voltage drops of the switch and diode;
2) rated output Pd = 2.3 kW/0.9 = 2.56 kW, where the ef-
ficiency from the dc-link to the motor output is assumed as
η = 0.9; 3) Vd = 72 V (duty ratio D = 0.333); 4) switching
frequency fs = 12.5 kHz; 5) inductor ripple current ΔiL =
ILa /4.5 (ILa = average inductor current); and 6) output volt-
age ripple factor Δvd /Vda = 12%. Through careful derivation,
one can find the following designed components and the ratings
of the power devices
Lb = 108 μH, Cd = 110 μF/200 V
Switch : ISa = 17.72 A, ISm = 62.08 A, VSm = 72 V
Diode : IDa = 35.49 A, IDm = 62.08 A, VDm = 72 V.
This inductor is wound using the wire AWG 10 with 22
turns on a powder core T250-26 (Micrometals). The measured
inductances and equivalent series resistances of this wound
inductor using the HIOKI 3532-50 LCR meter are (114.08 μH,
21.56 mΩ)/120 Hz, (112.29 μH, 84.39 mΩ)/12.5 kHz, and
(111.46 μH, 876.51 mΩ)/50 kHz.
b) Control Scheme: In the proposed voltage-boosting con-
trol scheme shown in Fig. 3(d), the direct duty-ratio control is
adopted for simplicity. The dynamic or fixed voltage boosting
is chosen by letting vcb = vcbd or vcb = vcbf . For the dynamic
voltage boosting, the PWM control voltage vcb = vcbd is gen-
erated by a proportional-type controller (Gvb = 9000) from
all winding current tracking errors. The limit of vcbd is set
as 1.67 V to let D = 0.333 = 1.67 V/5 V and vd = 72 V.
As to the fixed voltage boosting, the fixed duty ratio is set by
letting vcb = vcbf ; in addition, vcbf = 1.67 V corresponds to
vd = 72 V.
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1769
(10)
Fig. 5. Typical inductor current waveforms of a buck-boost SMR.
IV. BATTERY C HARGING W ITH PFC
A. Buck-Boost PFC Charger
a) Schematic: The onboard buck-boost PFC charger circuit
is shown in Fig. 4(a); all its circuit components are formed
by some of the embedded ones of the IPM-based SRM drive.
The switch Q3 is permanently on, and the PWM switching
is performed by Q2 . The inductance of the first-phase wind-
ing (L = L1 ) is used as the energy storage element of the
buck-boost SMR, while the second-phase winding inductance
(Lf = L2 ) is employed to form the ac input filter. From the
measured winding inductance profiles of the employed SRM
shown in Fig. 2, one can find that the minimum inductance is
Lmin = 108.83 μH. Thus, the energy storage inductance and
the input filter inductance shown in Fig. 4(a) have the following
characteristics
L = L1 (i, θr ) ≥ Lmin , Lf = L2 (i, θr ) ≥ Lmin . (12)
b) Component Ratings:
i) Current ratings: It is assumed that the system variables
√ Vac = 110 V/60 Hz,
are set as follows: 1) AC input voltage
vac = Vm sin θ, θ = ωt, and Vm = 2 × 110 V = 156 V; and
2) dc output: constant average charging current Ib = Iba =
IDa = 9.5 A is initially set until the maximum battery voltage
Vb = Vba = 52 Vis reached.
The SMR is operated under the CCM inductor current with
its typical current waveforms being sketched in Fig. 5. The
(11) notations of inductor currents are defined as follows: i∗L =
command, iL = actual current, i◦L = idealized current (i◦L =
i∗L ), and îL = envelopes represent the fictitious inductor cur-
rent with a fixed maximum current ripple of ΔiL (π/2). The
ideal current ratings are first derived under the assumptions of
ripple-free and ideal circuit components. In this case, one can
find the following: 1) Input rms current Iac = Vb IDa /Vac =
52 × 9.5/110 = 4.49 A; 2) ideal input power factor is unity
owing to the buck-boost voltage transfer feature; and 3) the
current ratings of the inductor L = L1 , the switch S = Q2 ,
and the diodes D = D4 and De can be derived to be the
following [17]:
a) rms values
◦
ID = 13.66 A, IS◦ = 8.45 A, IL◦ = 16.06 A; (13)
b) average values
◦ ◦ ◦
IDa = 9.5 A, ISa = 4.04 A, ILa = 13.54 A; (14)
1770 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011

c) peak values ILm = 22.71 A is set according to (15) to yield the maximum
◦ ◦ ◦
√ √ allowable charging current of Ib = 9.5 A.
IDm = ISm = ILm = 2IL = 2 × 16.06 = 22.71 A. (15) i) Current controlled PWM scheme: For simplicity, the
current feedback controller is also chosen to be PI type with
ii) Inductor current ripple of an actual SMR: It can be
proved that the maximum inductor current ripple ΔiL occurs at kIb
Gib (s) = kPb + . (22)
θ = π/2, i.e.,
ΔiL (θ)
∞ = ΔiL (θ = π/2). By using the duty s
ratio d(π/2) = 0.25 and the minimum winding inductance L = Similarly, applying the large-signal stability criterion of the
L1 = Lmin , one can estimate the largest inductor current ripple RC-CCPWM switching scheme, the condition for choosing the
Vm d(θ) proportional gain kPb can also be found as
◦

ΔiL (θ)
∞ = ΔiL (π/2) = = 28.588 A < 2ILm .
Lmin fs L(i, θr ) dvsaw
(16) kPb < = 1.36 (23)
Vb Kic dt
Hence, the SMR will be operated under the CCM within a where dvsaw /dt = 0.078 × 106 V/s, Kic = 0.12 V/A =
whole ac half cycle. current sensing factor, and L(i, θr ) = Lmin = 108.83 μH are
The actual inductor rms current IL can be estimated using the used here to yield a more conservative limit of the feedback
property of ΔiL (θ) < ΔiL (π/2), 0 ≤ θ ≤ (π/2) as gain under the employed varying winding inductance. Then,
  2 accordingly, the final parameters of Gib (s) are determined
∗ δIL (π/2) Δ
IL < (IL ) + 2
√ = IˆL = 18.06 A (17) from the small-signal dynamic behavior based on the derived
2 3 small-signal state-averaging model to be

which is slightly larger than those listed in (13). IˆL can be used
as an upper limit in determining the inductor current rating.
Similarly, the upper limits of the actual switch and diode
rms currents can also be estimated; the details are neglected
here. The correctness of the derived results has been verified
via simulations.
iii) Voltage ratings: From Fig. 4(a), the maximum volt-
ages of S(Q2 ) and D (D4 and De ) are found as
√ found that the original tracking error can also be reduced from
VSm = Vm + Vb = 110 2 + 52 = 207.6 V (18)
1 Wi = 0.85 and τi = 0.001.
VDm = (Vm + Vb ) = 103.8 V.
2 ii) Voltage controller: As the battery voltage is charged
One can be aware from the mentioned derived results that the
ratings of the embedded IPM-based SRM drive power devices
and windings are all adequate for the established onboard buck-
boost PFC charger.
iv) DC output voltage ripple: By choosing an electrolytic
capacitor Cb = 4700 μF/400 V, the output peak-to-peak volt-
age ripple can be estimated as
Ib
ΔVb = = 5.36 V.
ωe Cb
c) AC Input Filter: The ac filtering capacitor in Fig. 4(c)
is chosen to be Cf = 10 μF/400 V. According to (12) and
Fig. 4(a), the cutoff frequency of the ac input filter can be
estimated to be
1 108.83 μH. The system variables are also set as follows: 1) AC
fc ≤ √ = 4.824 kHz.
2π Lmin Cf
d) Control Scheme: In the proposed control scheme shown
in Fig. 4(c), the constant current charging is set until the battery
bank voltage vb = 52 V is established, and then, the charging
is changed to the constant voltage mode with the inductor
current magnitude command Ic = ILm being generated from
the voltage regulation feedback controller Gcv (s). Under the
constant current charging mode, the current command Ic =
230
Gib (s) = 0.55 + . (24)
s
For further enhancing the current command tracking perfor-
mance, the tracking error εi is further regulated by a robust
current error cancellation control scheme. The original current
command i∗L is augmented by a compensation command i∗Lc =
Wi (s)εi to yield a modified command i∗L1 , where Wi (s) =
Wi /(1 + τi s) is a robust control weighting function. It can be
εi to (1 − Wi (s))εi . In the implementation, it is chosen that
(19)
and raised to Vb = 52 V, the charging is changed to the constant
voltage floating mode. The battery voltage is regulated at 52 V
(voltage sensing factor Kv = 0.083 V/V) by a simple PI volt-
age feedback charging controller
KIv 50
Gcv (s) = KPv + = 0.275 + . (25)
s s
(20) B. Buck PFC Charger
The onboard buck PFC charger circuit is shown in Fig. 4(b),
wherein the current-controlled PWM switching is performed by
Sa . The inductance of the motor winding (Lf = L2 ) is used
to form the ac input filter. From the measured winding induc-
tance profiles, the minimum inductance is found as Lmin =
(21) input voltage Vac = 110 V/60 Hz, vac = Vm sin θ, and Vm =
√
2 × 110 V = 155.6 V; and 2) charging: constant charging
current Ib = Iba = IDa = 9.5 A is set until the maximum bat-
tery voltage Vb = Vba = 52 V is reached.
The typical waveforms of this buck-SMR-based PFC charger
under the CCM are sketched in Fig. 6(a)–(c). In making the
ideal ratings derivation, it is assumed that the inductor current
is ripple-free, and the SMR constituted circuit components are
ideal.

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CHANG AND LIAW: INTEGRATED DRIVING/CHARGING SRM DRIVE USING THREE-PHASE POWER MODULE 1771

◦
S(Vm , Vb ) =Vac Iac

Vm Im
=√
2π
  

  

2 2
 1
× (π − 2θc ) +
Vb
−3
Vb
1−
Vb
.
2 Vm Vm Vm

(30)

The ideal power factors can be estimated

√ from (28) for varied
Vm and Vb . For example,√P F (Vm = 2110 V, Vb = 48 V) =
0.9796, and P F (Vm = 2110 V, Vb = 52 V) = 0.9758. One
can be aware that the power factor will be decreased for a
smaller Vm and higher Vb . In the following derivations, the
nominal battery voltage Vb = Vba = 48 V is assumed. In this
case, one can find that the input rms current Iac = Vb IDa /Vac =
48 × 9.5/110 = 4.145 A. In addition, the other ratings are
derived in the following paragraphs.
b) Estimated Ideal Inductor Current: The ideal inductor
current can be approximately expressed as

i◦L = ILm
◦
sin θ, θc ≤ θ ≤ (π − θc )
48
θc = sin−1 √ = 17.97◦ . (31)
Fig. 6. Typical inductor current waveforms of buck-SMR-based PFC charger. 2110
(a) i∗L , iL , i◦L , and îL . (b) i∗L and i◦L . (c) vac and iac .
From the output section of Fig. 4(b)
a) Ideal Power Factor Estimation: During the charging
process, the battery voltage will be raised gradually, and the  c
π−θ
◦ 1 ◦
power quality parameters will also be varied accordingly. Ow- Vb Iba = Vb ILa = Vb ILm sin θ dθ (32)
π
ing to the voltage transfer limitation of this type of SMR, its θc
ideal ac input voltage and current in the positive half-line cycle
can be expressed as one can find that the maximum value of i◦L for the set maximum
◦
average charging current Iba = ILa = 9.5 A
vac = Vm sin θ, 0 ≤ θ = ωt ≤ π (26)
◦ 9.5π
i◦ac = Im (sin θ − sin θc ), θc ≤ θ ≤ (π − θc ) ILm = = 15.69 A. (33)
1.9025
Vb
θc = sin−1 . (27) c) Maximum Inductor Current Ripple: The maximum in-
Vm
ductor current ripple estimated at θ = 0.5π is
From (26) and (27), one can derive the expression of the π 1 π  Vb
estimated power factor in terms of the ac input peak voltage ΔiL = Vm sin − Vb   Ts
Vm and the battery voltage Vb 2 L 2 Vm sin π2
◦ ◦
Pac (Vm , Vb ) = 6.146 A < (2ILm ). (34)
P F (Vm , Vb ) = (28)
S(Vm , Vb )
Hence, the CCM phenomena within θc ≤ θ ≤ (π − θc )
with the average power and apparent power being can also be assumed. Accordingly, the maximum inductor
◦
π current is ILm = ILm + ΔiL (π/2) = 15.69 + 6.146/2 =
◦ 1 18.763 A.
Pac = vac i◦ac dθ
π d) Current Ratings: From (31), the rms ideal inductor cur-
0 rent can be derived as
 
Vm Im π − 2θc 1 Vb ⎡ π−θ ⎤0.5
= + sin(2θc )−2 cos(θc )  c
π 2 2 Vm 1
IL◦ = ⎣ ◦
(ILm sin θ)2 dθ⎦ = 11.02 A. (35)
π
(29) θc

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1772 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011

Fig. 8. Measured (ωr , ωr∗ ) and Ic due to a step speed command change of
100 r/min under vb = 48 V, vd = 72 V, and β = 6.15◦ without and with
LMFC at (a) ωr = 100 r/min and RL = 6.3 Ω and (b) ωr = 4500 r/min and
RL = 70 Ω, respectively.

respectively; and 2) the actual circuit component current

ratings are

ILm = 20.67 A, ILa = 9.46 A,

π
IL = 11.64 A, ΔiL = 6.78 A
2
ISm = 20.67 A, ISa = 3.77 A, IS = 6.77 A
IDm = 20.67 A, IDa = 5.66 A, ID = 8.29 A. (37)

Hence, the employed IPM is also adequate in the current

ratings for establishing the developed buck PFC charger.
e) Voltage Ratings: From Fig. 4(b), one can find the maxi-
mum voltages of Sa (S) and Db (D) as

Fig. 7. Measured starting/stopping and regenerative braking characteris- VSa ,max = VDb ,max = Vm = 155.6 V. (38)
tics. (a) (ωr , ωr∗ ) and Ic [vb = 48 V, vd = 72 V, RL = 6.3 Ω, β =
6.15◦ (motoring), and β = −7.91◦ (braking)] due to an increasing/decreasing
ramp speed command. (b) (Upper) vb , (ωr , ωr∗ ), and Ic and (lower) ωr ,
f) DC Output Voltage Ripple: The dc output peak-to-peak
Tb (sa ), and (i∗1 , i1 ) with different time scales due to an abruptly decreasing voltage ripple Δvb can be expressed by (20) with Δvb =
ramp speed command for the regenerative braking. 5.36 V. On the other hand, the approximated Δvb can also be
derived from Fig. 6(b) and (31)
Similarly, the actual inductor rms current IL considering the ⎡ ⎤
PWM current ripple can also be estimated using (17) as 
π−δ
ΔQ 1 ⎣ 1
Δvb = = ◦
(ILm sin θ − 9.5) dθ⎦

   2 Cb Cb π − 2δ

ΔiL π2
 ∗
IL < (IL ) + 2
√
Δ
= IˆL = 11.16 A. (36)
δ
 
2 3 π − 2δ 1
× = 4.225 V (39)
π 120
The derivations of the current ratings for the switch and diode
are quite tedious and are neglected here. With the help of the where δ = sin−1 (9.5/15.69) = 0.65 rad(37.26◦ ). The simu-
simulation by PSIM software under the set system variables lated value is Δvb = 5.31 V.
and the designed controllers, the simulated key current vari- g) AC Input Filter: Since the input current of this type
ables are as follows: 1) The current command√maximum and of SMR is discontinuous with the large crossover distortion
∗
rms values are ILm = 15.69 A and IL∗ = ILm ∗
/ 2 = 11.09 A, period, the input filter is more difficult to design. By choosing

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CHANG AND LIAW: INTEGRATED DRIVING/CHARGING SRM DRIVE USING THREE-PHASE POWER MODULE 1773

Fig. 9. Measured current and speed responses in motoring mode with ωr = 6000 r/min and RL = 6.3 Ω. (a) vd , i∗1 , and i1 at vd = 48 V and β = 0◦ . (b) vd ,
i∗1 , and i1 at vd = 72 V and β = 6.15◦ . (c) (ωr , ωr∗ ) and Ic at vb = 48 V, vd = 72 V, and β = 6.15◦ due to a step speed command change of 6000 to
6100 r/min. (d) (ωr , ωr∗ ) and Ic at ωr = 6000 r/min, vb = 48 V, vd = 72 V, and β = 6.15◦ due to a step load resistance of RL = 8.1 to 6.3 Ω.

the ac filtering capacitor in Fig. 4(b) to be Cf = 165 nF/400 V,
its cutoff frequency can be estimated to be
1
fc ≤ √ = 37.558 kHz.
2π Lmin Cf
h) Control Scheme: Similarly, applying the large-signal sta-
bility criterion of the RC-CCPWM switching scheme, the
condition for choosing the proportional gain kPb can also be
found as
Lb dvsaw
kPb < = 0.45
Vb Kic dt
where dvsaw /dt = 0.024 × 106 V/s, Kic = 0.12 V/A =
current sensing factor, and Lb = 108 μH are used here to
yield more conservative limits of the feedback gain under the
employed varying winding inductance. Then, accordingly, the
integrated gain of Gib (s) is determined from the trial-and-error
method to be
400
Gib (s) = 0.4 + . (42)
s c) Effectiveness of Voltage Boosting and Commutation Shift:
The robust control weighting function and the voltage con-
troller are the same as those of the buck-boost PFC charger.
V. E XPERIMENTAL P ERFORMANCE E VALUATION
A. Motor-Driving Mode
a) Starting and Regenerative Braking: The normal opera-
tion of the whole motor drive is first observed by starting
and regenerative braking characteristics. Fig. 7(a) shows the
measured (ωr , ωr∗ ) and Ic [vb = 48 V, vd = 72 V, RL = 6.3 Ω,
β = 6.15◦ (motoring), and β = −7.91◦ (braking)] due to an
increasing/decreasing ramp speed command between 0 and
6000 r/min. The smooth starting and stopping processes are
seen from the results.
(40) To yield the regenerative braking, let the speed command
be abruptly decreased from 6000 r/min to zero at the stably
operating condition of vb = 48 V, vd = 72 V, β = 6.15◦ , ωr =
6000 r/min, and RL = 6.3 Ω, and the measured vb , (ωr , ωr∗ ),
and Ic (upper) and ωr , Tb (sa ), and (i∗1 , i1 ) (lower) are plotted in
Fig. 7(b). A successful regenerative-braking operation is found
with the correct winding current and the increased battery bank
voltage (vb = 47.8 V to 49.2 V) being observed.
(41)
b) Dynamic Performance Overall Speed Range: The dy-
namic speed tracking responses at four typical speeds are
evaluated. The measured (ωr , ωr∗ ) and Ic due to a step speed
command change of 100 r/min under vb = 48 V, vd = 72 V,
and β = 6.15◦ without the LMFC at ωr = 100 r/min and RL =
6.3 Ω and with the LMFC at ωr = 4500 r/min and RL = 70 Ω
are shown in Fig. 8(a) and (b), respectively. The satisfactory
speed dynamic responses over the whole speed range are veri-
fied from the results.
As well known, the driving performance of an SRM drive can
be effectively enhanced via properly tuning its key variables.
The dc-link voltage boosting and the commutation instant shift
are two typical ones, which are studied experimentally here.
Fig. 9 shows the following measured results of the established
SRM drive under the motoring mode (ωr = 6000 r/min and
RL = 6.3 Ω): (a) vd , i∗1 , and i1 at vd = 48 V and β = 0◦ ;
(b) vd , i∗1 , and i1 at vd = 72 V and β = 6.15◦ ; (c) ωr , ωr∗ , and
Ic at vb = 48 V, vd = 72 V, and β = 6.15◦ due to a step speed
command change of 6000 to 6100 r/min; and (d) ωr , ωr∗ , and
Ic at ωr = 6000 r/min, vb = 48 V, vd = 72 V, and β = 6.15◦
due to a step load resistance of RL = 8.1 to 6.3 Ω. The results

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1774
Fig. 10. Measured (i∗L , iL ) and (vac , iac ) of the buck-boost PFC charger un-
der constant current charging with the current command Ic = ILm = 22.71 A
at vb = 46.8 V. (a) (i∗L , iL ). (b) (vac , iac ).
indicate that a better winding-current PWM control perfor-
mance is obtained by increasing the dc-link voltage and further
via the turn-on angle advanced shift for its equivalent field-
weakening effect. Moreover, the speed tracking and regula-
tion responses are improved by applying the proposed simple
LMFC.
B. Battery-Charging Mode
a) Buck-Boost PFC Charger: In Fig. 4(a) and (c), the con-
stant current charging (average charging current Ib = 9.5 A)
is made by setting the current command as ILm = Ic =
22.71 A. During the charging process, the measured (i∗L , iL )
and (vac , iac ) at vb = 46.8 V are plotted in Fig. 10 with the
power quality data being P F = 0.988 and T HDi = 4.2%
(measured using power analyzer Voltech PM100 U.K.). The
charging operation with a good line drawn current waveform
and power quality by the established buck-boost PFC charger
are observed from the results.
b) Buck PFC Charger: Under the same conditions as
Section V-B1, the current command is set as Ic = ILm =
15.83 A. Fig. 11 shows the measured (i∗L , iL ) and (vac , iac )
at vb = 46.3 V. The corresponding power quality data are
P F = 0.978 and T HDi = 8.7%. The measured power factor
is close to those obtained via the analytic derivation presented
in Section IV-B1. The results indicate that a rather good power
quality is also obtained by the proposed buck PFC charger.
The slightly worse power quality is due to the inherent voltage
transfer limitation of this type of SMR.
VI. C ONCLUSION
An SRM drive and its front-end converter are constructed
using two three-phase IPMs in this paper. In the motor-driving
mode, while the SRM modified Miller converter is formed by
the five legs of two IPMs, the remaining leg is arranged to serve
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 58, NO. 5, MAY 2011
Fig. 11. Measured (i∗L , iL ) and (vac , iac ) of the buck PFC charger under
constant current charging with the current command Ic = ILm = 15.69 A at
vb = 46.3 V. (a) (i∗L , iL ). (b) (vac , iac ).
as a front-end dc/dc boost converter. The operation and dynamic
controls are properly made to yield good driving performance
in the motoring mode, and the satisfactory regenerative braking
control is also obtained. In idle case, a buck-boost or a buck
PFC charger is formed using the IPM embedded power devices
and the SRM windings. All constituted components of the
chargers are placed onboard, and no externally added circuit
components are required. The ratings and performances of
these two SMR-based chargers have been analyzed in detail.
In addition, a good line draw power quality during the charging
process is also demonstrated experimentally.
Due to the limit of laboratory facilities, the SRM drive
established in this paper possesses relatively a small rating. It
is directly applicable for the low-speed EVs. As to the high-
speed EVs, the proposed SRM drive configuration and control
methodologies can also be applicable with suitable modifica-
tions.
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Hung-Chun Chang was born in Yilan, Taiwan, in
1977. He received the B.S. degree in electrical en-
gineering from Tatung University, Taipei, Taiwan, in
2000, and the M.S. degree in electrical engineering
from the National Taiwan University of Science and
Technology, Taipei, in 2002. He is currently work-
ing toward the Ph.D. degree in National Tsing Hua
University, Hsinchu, Taiwan.
His research interests include power electronics
and motor drives.
Chang-Ming Liaw (S’88–M’89) was born in
Taichung, Taiwan, on June 19, 1951. He received the
B.S. degree in electronic engineering from Evening
Department, Tamkang College of Arts and Sciences,
Taipei, Taiwan, in 1979, and the M.S. and Ph.D. de-
grees in electrical engineering from National Tsing
Hua University, Hsinchu, Taiwan, in 1981 and 1988,
respectively.
In 1988, he was with the Faculty of the Depart-
ment of Electrical Engineering, National Tsing Hua
University as an Associate Professor. Since 1993, he
has been a Professor with the same department. His research interests are power
electronics, motor drives, and electric machine control.
Dr. Liaw is a life member of the The Chinese Institute of Electrical Engineer-
ing, an Editor of the International Journal of Electrical Engineering, an editorial
board member of Institution of Engineering and Technology Power Electronics,
and an editorial board member of Advances in Power Electronics.