2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)
A Novel 4-level Converter with Inherent Voltage
Boosting for 4-Phase SRM
Vaibhav Shah
Department of Electrical Engineering
2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES) | 978-1-7281-5672-9/20/$31.00 ©2020 IEEE | DOI: 10.1109/PEDES49360.2020.9379535
Indian Institute of Technology, Ropar
Ropar, India
2018eez0010@iitrpr.ac.in
Abstract— The paper proposes a new 4-level converter
configuration for a 4-phase, 8/6 switched reluctance motor (SRM)
drive. The proposed converter is based on double bridge topology
and shares a common leg for the quadrature phases in 4-phase
SRM. The common leg allows the discharging quadrature-phase
energy to charge the corresponding capacitor in the bridge. This,
during the energization of the corresponding quadrature-phase,
provides a maximum boost in voltage. Thus, an inherent voltage
boosting is achieved. Analysis of different operating modes of the
proposed converter is discussed. The proposed converter's
effectiveness is verified through the simulation studies in the
MATLAB/Simulink environment on a prototype 4-phase 8/6
SRM, designed in ANSYS/Maxwell. The proposed converter
configuration uses the same number of switches and diodes as in a
conventional three-level asymmetric half-bridge converter (TL-
AHB). However, due to inherent boosting capability in the
proposed converter configuration, the constant torque region, and
the smooth torque output region are extended by 25%, compared
with TL-AHB.
Keywords- Boost voltage, direct torque control, higher
energization voltage, switched reluctance motor, torque ripple
minimization.
I. INTRODUCTION
Switched reluctance motors, when compared with AC
counterparts, cannot be directly connected to the supply. It
requires a converter stage for its operation. Many converter
configurations are proposed for SRM [1]. The TL-AHB
converter configuration with two switches and two diodes per
phase is the most popular converter configuration for SRM. The
TL-AHB converter configuration has three voltage levels, i.e.,
Vdc, 0, -Vdc. With the limited voltage levels of TL-AHB
converter configuration and a fixed controller, the smooth
torque operating area (STOA) in the torque-speed curve is
limited to 50%-60% of the base speed [2].
At higher operating speeds, i.e., speeds above 50%-60% of
the base speed, the controller is saturated. This is because the
instantaneous BEMF at higher operating speeds is greater than
or equal to the applied phase voltage [3]. Thus, it is not possible
to regulate the phase current/torque by applying the voltage
pulse. It is leading to higher ripples in the torque profile and
thus limiting the STOA.
Also, with an increase in operating speed, the time taken to
cover one rotor pole pitch decreases. However, the time
required for energization and de-energization of the phase
current is fixed. Furthermore, it is dependent on the net applied
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Saifullah Payami
Department of Electrical Engineering
Indian Institute of Technology, Ropar
Ropar, India
saif.payami@iitrpr.ac.in
phase voltage magnitude. The net applied phase voltage,
neglecting the resistance drop, is equal to the difference
between the applied phase voltage and the BEMF voltage,
which is speed-dependent [3].
Hence at higher operating speeds, higher BEMF and lesser
time available for energization and de-energization of the phase
current leads to phase current conduction in the negative torque
region. It is resulting in higher ripples in the torque profile and
thus limiting the STOA.
Advanced angle control (AAC) is incorporated with the TL-
AHB converter configuration to minimize ripples in the torque
profile at higher operating speeds [2-4]. Implementing AAC
facilitates the de-energizing/outgoing phase with sufficient
time for its de-energization in the torque producing inductance
profile. However, AAC at higher operating speeds partially
utilizes the torque producing inductance profile, resulting in an
inferior torque production [4], [5]. These limit the maximum
torque output production. Moreover, limiting the constant
torque region for STOA. Hence to enhance the utilization of the
torque-producing inductance profile at higher operating speeds
without implementing AAC, and to extend the constant torque
region for STOA, voltage boosting is one viable solution [5-
10].
The boost voltage applied for a short time interval
effectively compensates for the higher instantaneous BEMF at
higher operating speeds. The boost voltage also facilitates faster
energization and faster de-energization of the phase current.
Thus, by applying a boost voltage, extending the constant
torque region for STOA is possible.
Also, at speeds below 50%-60% of the base speed, the
voltage boosting enhances the utilization of the torque
producing inductance profile. The boost in voltage facilitates
the turn-on angle nearer to the unaligned position and turn-off
angle nearer to the aligned inductance position. It is leading to
maximum utilization of the inductance profile for torque
production. Thus, for applying voltage boost, multi-level
converter configuration (MLCC) becomes a viable alternative.
Recently many MLCC are proposed for SRM [6]. Some of
them account for the fact that quadrature phases do not conduct
simultaneously in 4-phase SRM [7-10]. In [8] and [9], 4-level
converter configurations are proposed for 4-phase SRM, where
a common leg for quadrature phases is used. But both of the
proposed converter configurations do not address the
possibility of simultaneous conduction of adjacent phases in 4-
phase SRM, which affects the boosting capacitor voltage. Thus,
 2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)

the proposed MLCC in [8] and [9] does not enhance the
constant torque region to the maximum possible extent, as the
boosting voltage is affected by simultaneous conduction of
adjacent phases.
In [10], the proposed MLCC uses double bridge topology
wherein the outgoing de-energizing phase energy of one
quadrature phase is used to boost the voltage for the incoming
quadrature phase. The proposed converter in [10] increases the
constant torque region to the maximum possible extend.
However, the proposed converter configuration accounts for a
higher switch count.
For controlling the converter configurations proposed in [6-
10], constant current control (CCC) is adopted. CCC can be
applied for the complete operating range of speed if ripple in
torque profile is not of concern [11]. But for smooth torque
profile, direct torque control (DTC) methods are preferred [12-
14]. Hence for getting the STOA, the paper implements a
modified DTC with the proposed converter configuration.
The current paper proposes a new converter configuration
for 4-phase SRM that uses a common leg for the quadrature
phases. In the proposed converter configuration, two boost
capacitors are used, one for each quadrature-phase pair. The
proposed double bridge topology allows complete utilization of
the outgoing quadrature-phase de-energizing energy to charge
the bridge's corresponding capacitor. It is thus facilitating a
maximum boost voltage to the corresponding incoming
quadrature phase. The number of switches and diodes used in
the proposed configuration remains the same as in the
conventional TL-AHB. But due to its inherent voltage boosting
capability, the proposed converter configuration extends the
constant torque region and the constant torque region for STOA
by 25%.
Also, in the proposed configuration, the boost voltage is not
affected by the adjacent phase's simultaneous conduction. Thus,
it allows maximum possible enhancement in the constant torque
region, correspondingly maximum enhancement for STOA.
The paper is structured as follows: in section II, the proposed
converter configuration with its different operating modes is
discussed. Section III discusses the proposed DTC scheme and
the voltage vector selection rule. Section IV gives the
simulation results of the proposed DTC scheme implemented
with the proposed converter configuration. Section V concludes
the paper.
II. PROPOSED CONVERTER CONFIGURATION
The proposed converter configuration is shown in Fig. 1. The
proposed converter is a double bridge topology, wherein
capacitor (C1 and C2) and quadrature-phase- A and phase- C
forms a single bridge configuration. Switch Q1, Q2, and diode
D4 forms the common leg for the quadrature-phase- A and
phase- C. The operating modes of one bridge are as follows.
Mode- I- [Fig. 2. (a)]: Here switches Q1, Q2, and Q3 are
switched on, and Q4 is switched off. And the applied phase
voltage is Vdc + Vboost to phase- A winding. Here capacitor C1
and C2 are connected in series and discharges to the load
(phase-A).
Mode- II- [Fig. 2. (b)]: Here, switches Q2 and Q3 are
switched on, and switch Q1 and Q4 are switched off. The load
current path is C2, D3, Q2, and Q3. In this mode, the applied
phase voltage to phase-A winding is Vdc.
Mode- III- [Fig. 2. (c)]: Here, switch Q3 is switched on, and
Q1, Q2, and Q4 are switched off. In this mode, zero voltage is
applied to the phase-A windings, and the load current path is
through Q3 and D4.
Mode- IV- [Fig. 2. (d)]: Here, switches Q1, Q2, Q3, and Q4
are switched off, and the load current flows through D4 and D1.
Here, the outgoing phase-A de-energizing energy is utilized to
charge the capacitor C1, and thus facilitating a maximum boost
voltage to the phase-C when energized.
III. PROPOSED DIRECT TORQUE CONTROL TECHNIQUE
To validate the proposed converter configuration and for
validating the STOA in the speed-torque curve, the paper also
proposes a direct torque control (DTC) scheme for torque ripple
minimization.
The proposed DTC scheme is derived from the direct flux
and torque control (DFTC) as proposed for SRM in [12]. But
the constant flux loop in DFTC tends to excite the phase during
the negative slope of inductance. Results in ripples in torque
profile and a lower torque/ampere ratio [13]. Some of the recent
improvements in the DTFC algorithm proposed for SRM
eliminates the flux loop partially [13] or wholly [14]. When the
flux loop is removed from DTFC, the sectors are then classified
based on the inductance profile/rotor position.

Fig. 1. Proposed converter configuration.

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 2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)

Q1 Q1
Q1
D2 C1 D2 C1
Q1
D1 D3 D1 D3 D2 C1
D2 D3
C1 D1
D1 D3

Q2 Q2

Q2 Q2

Ph A Ph C Ph A Ph C
Ph A Ph C Q3 D4 Q4 C2
Q3 D4 Q4 C2
Ph A Ph C
D4 Q4 C2
Q3
D4 Q4 C2
Q3

(a) Mode - I (b) Mode - II (c) Mode - III (d) Mode - IV

Fig. 2. Operating modes of the proposed converter configuration.

Phase-D Phase-A Phase-B Phase-C

Inductance
Aligned

dL/d©
Unaligned
11 12 13 14 15 16 1 2 3 4 5 6 7 8 9 10

20.00
(Mechanical degrees) 11 1 2 3 10
Fig. 3. One electrical cycle of the actual inductance profile of the prototype 4- Fig. 4. Comparison of actual inductance profile with linear approximated
phase SRM, obtained from ANSYS/Maxwell. ப୐
inductance profile with respect to , variation.
ப஘

A. Sector description for the proposed DTC shown in Fig. 4. Actively regulating the outgoing phase (phase-
In the proposed DTC scheme, the flux control loop is omitted. A) in this sector for torque production may result in a peak in
Furthermore, the sectors are classified based on the rotor the phase current waveform. The insight for the outgoing phase
position, which is dependent on the actual inductance profile (phase- A) de-energization is provided by sector 2 and sector 3.
[15]. For the proposed scheme, an electrical space is partitioned As the region after the aligned inductance position is not
డ௅
into 16 sectors. The position and partitioning of the sectors practically flat. As shown in Fig. 4, the variation in  , is
డఏ
concerning the rotor position/inductance profile is shown in positive and negative for half the width by which the rotor pole
Fig. 3. The details of the sectors and excitation concerning arc is greater than the stator pole arc. Thus, the outgoing phase
phase-A is discussed below. contributes to net torque production if excited in the
Ideally, the incoming phase (phase- A) should be energized corresponding sector. Hence it is important to partition the
డ௅
in the unaligned inductance position before the starts to sectors based on the actual inductance profile. The proposed
డఏ
increase. The insight for the incoming phase energization is scheme holds symmetry for all phases. Hence a 16-sector
provided by sector 10 and sector 11. Energization in these partition of an electrical space, as shown in Fig. 3, is proposed
sectors leads to the build-up of incoming phase current before to consider the actual inductance profile for all phases.
డ௅
, starts to increase. Resulting in maximum utilization of the B. Voltage vectors and its selection rule
డఏ
inductance profile for torque production. But practically due to From DFTC as proposed in [12], the flux control equation
డ௅ for a small-time interval ο‫ݐ‬, can be written as
negative in sector 10, as shown in Fig. 4, the incoming phase
డఏ
energization in this sector results in negative torque production. ሬሬሬሬሬԦ௞  ൅  ሺ‫ݒ‬
߮
ሬሬሬሬሬሬሬሬሬԦ
௞ାଵ  ൌ  ߮ ௫ േ ሻο‫ݐ‬ǡሺͳሻ
ሬሬሬሬԦ
Hence the incoming phase energization should be done in
డ௅
sector 11, where ǡ is positive, as shown in Fig. 4. where ߮ ሬሬሬሬሬሬሬሬሬԦ,
௞ାଵ and ߮ ሬሬሬሬሬԦ௞ is the flux at (k+1) and (k) instants. And
డఏ
The saturating region before the aligned inductance ሬሬሬሬԦ
‫ݒ‬ ௫ േ where ‫ݔ‬ ‫א‬ ͳǡͳ͸ is applied voltage vector for a small time
position, due to the non-linearity in the inductance profile, interval ο‫ݐ‬Ǥ The torque expression for SRM is given by
corresponds to sector-1. Wherein the
డ௅
starts to saturate, as ߲߮ሺ݅ǡ ߠሻ
డఏ ܶ ൌ ݅ ǡሺʹሻ
߲ߠ௖

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 2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)

where the change in rotor position over a sampling instant is TABLE I. VOLTAGE VECTOR SELECTION TABLE
denoted by ߠ௖ . From (2), it is observed that the change in flux
Sector 1 2 3 4 5 6 7 8
with respect to the rotor position controls the instantaneous
torque production. And, from (1), it is observed that by ՛ V9+ V4+ V15+ V5+ V10+ V6+ V16+ V7+
applying an appropriate voltage vector (‫ݒ‬ ሬሬሬሬԦ
௫ േ ሻ the change in flux  ՝ V9- V4- V15- V5- V10- V6- V16- V7-
can be achieved. Hence, for the maximum increase in torque,
‡ –‘” 9 10 ͳͳ ͳʹ 13 ͳͶ ͳͷ ͳ͸
the applied voltage vector, ‫ݒ‬ ሬሬሬሬԦ
௫ േ ǡ should provide a maximum
change in rotor position (ߠ௖ ሻ [15]. ՛ V11+ V8+ V13+ V1+ V12+ V2+ V14+ V3+
Thus, for increasing the torque, voltage vectors with ՝ V11- V8- V13- V1- V12- V2- V14- V3-
subscript positive (Vx+ where ‫ͳ א ݔ‬ǡͳ͸ ) is applied. And for
decreasing the torque, voltage vectors with subscript negative IV. SIMULATION RESULTS AND DISCUSSION
(Vx- where ‫ͳ א ݔ‬ǡͳ͸ ) is applied, resulting in an increased
torque/ampere ratio [15]. The schematic for the proposed DTC scheme with the proposed
The applied voltage vectors are shown in Fig. 5. The stated converter configuration is shown in Fig. 6. The proposed DTC
voltage vectors are realized using the proposed converter scheme and the proposed converter is designed in
configuration. With this converter configuration, each phase MATLAB/Simulink and is tested on the prototype 4-phase
can have four possible phase voltage combinations. First, when SRM designed in ANSYS/Maxwell. The following
positive boost voltage (Vdc + Vboost) is applied to the phase observations are drawn from the simulation results.
windings, which is denoted by 2. Second, when positive (Vdc) Fig. 7 and Fig. 8 show the proposed DTC scheme's speed
voltage is applied to the phase windings, which is denoted by response implemented with TL-AHB and with the proposed
1. Third, when zero voltage is applied to the phase winding, converter configuration for a constant load torque of 12 N-m.
which is denoted by 0, and fourth when the negative voltage The base speed for the prototype 4-phase SRM is 2000 rpm.
{-(Vdc + Vboost)} is applied to the phase windings denoted by -1. The STOA with the proposed converter configuration is
Table. I give the voltage vector applied concerning the extended to 1500 rpm, whereas with TL-AHB, it is restricted to
proposed sector configuration. 1200 rpm. Hence with the proposed converter configuration,
the STOA is enhanced by 25%.
Fig. 9 shows the capacitor C1 and C2 voltage. It is observed
that by implementing double bridge topology with the proposed
converter configuration, the capacitor voltage magnitude
increases with the operating speeds. Hence at higher operating
speeds, higher voltage is applied to the phase windings. Also,
for a particular operating speed, the applied boost voltage is
stable. Fig. 10 shows the phase currents response. It is observed
that adjacent phases are simultaneously conducting in the
proposed DTC scheme. But the boost voltage magnitude is not
affected by simultaneous conduction of adjacent phases. Hence
the proposed converter configuration enhances STOA to the
maximum possible extend. As complete de-energizing energy
of the one quadrature phase pair is used in energizing the
corresponding quadrature-phase pair.
Fig. 11 shows the quadrature-phase- A voltage and current
response with respect to the sector configuration, shown in Fig.
3. It is observed from Fig. 11 that phase- A conducts from
sector 11 to sector 16. While in sector 1, it is maintained at a
Fig. 5. The proposed voltage vector group. constant current level. Allowing phase-B current build-

Fig. 6. Proposed DTC scheme.

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 2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)

up/energization and reducing torque ripples during
commutation. The corresponding torque ripples for similar
operating conditions are shown in Fig. 12.
Fig. 13 and Fig. 14 gives the phase voltage, current, and
torque response of the proposed DTC when implemented with
TL-AHB. It is seen from Fig. 14. (b) that at 1400 rpm with TL-
AHB, the ripples in torque are not within the predefined
hysteresis band. Hence the STOA with TL-AHB is restricted.
But as seen in Fig. 12. (b) that at 1400 rpm with the proposed
converter configuration, the ripples in torque are well within the
predefined hysteresis band.
V. CONCLUSION
The paper proposes a new 4-level converter configuration
for 4-phase SRM. The proposed converter configuration has 4
voltage levels and uses the same number of switches and diodes
as in TL-AHB converter configuration. The proposed converter
configuration implements a double bridge topology. This
allows full utilization of the discharging energy of one
quadrature phase for boosting the energization process of the
corresponding quadrature-phase pair. Also, the boost voltage is
independent of the simultaneous conduction of adjacent phases.
It is leading to maximum possible enhancement in the STOA.
Also, the applied boost voltage is dependent on operating
speed. Hence at higher operating speeds, higher boost voltage
is applied.
The applied boost voltage during energization and de-
energization of the phase current results in extending the
constant torque region and extending the constant torque region
for STOA by 25%. Fig. 15 compares the torque-speed
characteristics of the proposed DTC implemented with the
proposed converter configuration and with the TL-AHB
converter configuration.

Fig. 7. Speed and torque response of the proposed DTC scheme Fig. 8. Speed and torque response of the proposed DTC scheme
implemented with TL-AHB converter configuration. implemented with the proposed converter configuration.

Fig. 9. Capacitor C1 and C2 voltage in the proposed converter Fig. 10. Phase currents of the proposed DTC scheme with the proposed
configuration. converter configuration.

(a) (b) (c)

Fig. 11. Quadrature-phase A voltage and current response of the proposed DTC scheme with the proposed converter configuration when operating at 12N-m
load torque and (a) 1000 rpm, (b) 1400 rpm, and (c) 1600 rpm.

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 2020 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES)

(a) (b) (c)

Fig. 12. Torque ripple with the proposed converter configuration when operating at 12N-m load torque and (a) 1000 rpm, (b) 1400 rpm, and (c) 1600 rpm.

(a) (b)
Fig. 13. Phase A voltage and current response of the proposed DTC scheme with the TL-AHB converter
configuration when operating at 12N-m load torque and (a) 1000 rpm and (b) 1400 rpm.

Fig. 15. Torque-speed characteristics for STOA.

(conduction/ dwell angle= ͳ͸ͷ଴ electrical).

(a) (b)
Fig. 14. Torque ripple in the TL-AHB converter configuration (a) 1000 rpm, and (b) 1400 rpm.

VI. ACKNOWLEDGMENT [7] Y. G. Dessouky, B. W. Williams and J. E. Fletcher, “A novel power

The authors would like to thank the Science and Engineering
Research Board (SERB), New Delhi, India, for providing funds
(ECR/2018/001616) under early career research (ECR)
scheme.
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