Switched Reluctance Motor Drives:

OVERVIEW

 MOTOR DRIVES: IN GENERAL

 MAIN FEATURES OF SRM
 SRM STRUCTURE
 OPERATION OF SRM
 SRM CONVERTERS
 CONTROL OF SRM
 SRM PROJECTS AT AKRON
 SRM MODELING
 RADIAL FORCE AND ACOUSTIC NOISE
 SENSORLESS CONTROL

 APPLICATION OF SRM
 CONCLUSIONS
 MOTOR DRIVES: IN GENERAL

The dc machine has been the primary choice for

the servo applications, because of their excellent
drive performance and low initial cost.

The advantages of the ac machine to the dc

machine are in the areas of torque-inertia ratio, peak
torque capability and power density. Also ac
machines do not need commutators and brushes.

The low cost, ruggedness and almost maintenance

free operation of the induction machines have made
it the workhorse of the industry.

The different types of synchronous motors are

used because of the high level of accuracy that can
be achieved in speed control.

In low power applications, the permanent magnet

(PM) synchronous motors are extensively used for
their high efficiency and good performance.

The simplicity in both motor construction and

power converter requirement made the switched
reluctance motor (SRM) an attractive alternative to
the induction motor and the PM motors in adjustable
speed drive applications.
 BASIC CONSTRUCTION
OF AN SRM

The SRM is a doubly-salient, singly-excited machine

with independent windings of the stator.

Its stator structure is same as PM motor, but the

rotor is simpler having no permanent magnet on it.

Stator windings on diametrically opposite poles are

connected in series or parallel to form one phase of
the motor.

Several combinations of stator and rotor poles are

possible, such as 6/4 (6 stator poles and 4 rotor poles)
8/4, 10/6, 12/6 etc.

4/2, 2/2 configurations are also possible, but with

these it is almost impossible to develop a starting
torque when the stator and rotor poles are exactly
aligned.

The configurations with higher number of

stator/rotor pole combinations have less torque
ripple.

The design objectives are to minimize the core

losses to have a good starting capability and to
eliminate mutual coupling.
 SRM STRUCTURE

(STATOR)

ia

id
A

D
ic

C

ic

A
id

ia
 SRM STRUCTURE

ia

id
A

D
ic

C

ic

A
id

ia
 SRM Configurations

Depends on:

 Number of stator/rotor
poles
 Number of phases
 Number of repetitions
 Connections of the
stator windings (series
or //)

Common Configurations:

 6/4 (6 stator poles/4

rotor poles), 3 phases, 1
rep.
 8/6, 4 phases, 1 rep.
3-PHASE SRM WITH
REPETITIONS
 Arc Widths

Constraints for rotor and stator pole

arcs:
 Minimum size such that the motor can
produce torque in either direction for
any rotor position
2
Bs and Br 
qNr

 Maximum size such that flux is present

in only one rotor pole when stator poles
are energized 2
Bs Br 
Nr

Pole arcs Pole arcs Rotor arcs

within range too large too small
 Arc Widths

The two constraints on the arc

widths limit the size of the arc
widths within a defined area
limited by the min. and max. arc
widths.

The practical area is further

limited to the lower half triangle
where the rotor pole arcs are
larger than the stator pole arcs.
 FEATURES OF SWITCHED
RELUCTANCE MOTOR (SRM)
ADVANTAGES
The rotor does not have any windings,
commutators brushes or cages.

The torque-inertia ratio is high.

It provides high reliability, wide-speed range at

constant power, low manufacturing cost, fast dynamic
response, ruggedness and fault-tolerance.

No shoot-through and crossovers in the converter.

The maximum permissible rotor temperature is

higher since there is no permanent magnet.

Open-circuit voltage and short-circuit current at

faults are zero or very small.

DISADVANTAGES
Doubly-salient structure causes Vibration and
acoustic noise.

 High torque-ripple.
 SRM OPERATION
(PHASE-A EXCITED)

D
C

C
D

A

Phase Phase- Phase- Phase-

Vs -A B C D

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

 SRM OPERATION
(PHASE-B EXCITED)

D
C

C
D

A

Phase- Phase Phase- Phase-

Vs A -B C D

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

 SRM OPERATION
(PHASE-C EXCITED)

D
C

C
D

A

Phase- Phase- Phase Phase-

Vs A B -C D

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

 SRM OPERATION
(PHASE-D EXCITED)

D
C

C
D

A

Phase- Phase- Phase- Phase

Vs A B C -D

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

 POLE ALIGNED POSITION

ia

id
A

D
ic

C

D ic

A
id

ia
 POLE UNALIGNED POSITION

ia

id
A

D
ic

C

ic
D

A
id

ia
 SRM INDUCTANCE
PROFILE

D
C

C
D

A

La

Lu
Unaligned Aligned
Rotor position
position position
 SRM INDUCTANCE
PROFILE

D
C

C
D

A

La

Lu

Unaligned Aligned
Rotor position
position position
 SRM INDUCTANCE
PROFILE

D
C

C
D

A

La

Lu

Unaligned Aligned
Rotor position
position position
 SRM Nonlinear
Characteristics

The nonlinear saturating characteristics of real

magnetic steel has a marked influence on the
energy conversion process in an SRM.

Only for very low values of saturation, the

characteristics approximate the ideal linear case.

The flux-current characteristics in the unaligned

position is approximately linear because the
magnetic path is dominated by large airgap and
flux densities are small.

In the aligned position the airgap reluctance is

small and flux density is high, which causes high
saturation at higher currents.
 VOLTAGE BALANCE EQUATION
AND TORQUE PRODUCTION

The voltage-balance equation for one

phase
d ( i , )
v  ir 
dt
The nonlinear machine torque is derived
from
W 
T 
 i  const .
i

W   di
0
Assuming a linear relationship between
phase flux and current i.e. =Li and
neglecting the resistive drop

1 2 dL
T  i Electro-mechanical

2 d
Torque
 SRM TORQUE PRODUCTION

1 2 . dL
Torque, T  .iph
2 d

La
Motoring
mode
Generating
mode

Lu

Unaligned Aligned
Rotor position
position position

Inductance profiles with the rotor position.

 CONDUCTION SEQUENCE

S S
R R R
L(
)La

o c Rotor position,
(a)
i

o c Rotor position,
(b)
i

(c) Rotor position,

T
+ve Torque
Motoring
-ve Torque Rotor position,
Generating
(d)
Fig. (a) Idealized inductance profile for one motor phase;
(b) Phase energization for motoring torque; (c) Phase
energization for generating torque; (d) Electromagnetic
Torque.
 TORQUE-SPEED
CHARACTERISTICS

1 Constant
#1
Power
Torque Constant Region Constant
(Per Unit) Torque
Power*Speed
Region #2 Region

#3

1 2 4
3
Rotor Speed (Per Unit)

 Region #1: Constant Torque

Current, and hence torque, kept constant by

PWM or chopping.

At low speeds current rises instantaneously

due to small back-emf.

At medium speeds, phase advancing is

necessary. Phase turn-off is also advanced so that
current decays to zero before rotor passes
alignment. PWM or chopping is still possible.
 TORQUE-SPEED
CHARACTERISTICS (Cont.)
 Region #2: Constant Power

High back-emf forces current to decrease once

pole overlap begins.

PWM or chopping no longer possible.

Conduction angle is increased in proportion to

speed, primarily through phase advancing.

Maximum current can still be injected into the

motor to sustain high enough torque.

Core and windage losses increase rapidly.

Constant power can generally be maintained

upto 2-3 times the base speed.

 Region #3: Natural characteristics

Upper limit of conduction angle is reached when

equals half the rotor pole-pitch., i.e., half the
electrical cycle at the onset of region #3.

Conduction angle is fixed, but pulse position ca

be advanced.

Maintaining torque production is no longer

 CONVERTERS

The torque is independent of the direction of current

 unipolar converters (bi-directional for the voltag

and unidirectional for the current) are sufficient.

 Unidirectional in current and independent phases

 wide variety of converters possible.

The choice depends on the requirements of the

application and the configuration of the SRM used.
 CLASSIC BRIDGE CONVERTER

A B C D
Vdc

Classic bridge power converter.

S1 D1 S1 D1 S1 D1

+ + +

A A A
Vdc Vdc Vdc

- - -

D2 S2 D2 S2 S2
D2
iph
iph iph

(a) (b) (c)

Application of (a) +ve voltage, (b) zero

voltage and © -ve voltage across a phase.
 Split-Capacitor Converter

+
C1 Vdc/2
+ -
A C
Vdc
-

+
B D
C2 - Vdc/2

A voltage of Vdc/2 is applied to each motor phase.

Requies an even number of phases, but has only
one switch per phase.
The currents in the winding must be balanced to
avoid charge unbalance at the capacitor midpoint.
 Swithces require 2.Vdc rating
Total switch kVA rating is 2.Vdc.I
 Energy Efficient Converters

L1 L2 L3 L Q
4 d

+ D
V d1
dc Dd2 D
- c
D
d3
Dd4 C
Q1 Q2 Q Q4 d
3
Ld Dd

Db
L1 L2 L3 L Q
4 d

+ Dd1
V
dc D d2 Dc
-
Dd3
Dd4
C
Q1 Q2 Q3 Q4 d
Dd

Utilizes a buck converter concept to return

residual magnetic energy to the source.
Offers full-regeneration capability with reduced
number of switches.
 CONTROLS

 Control Strategies

Appropriate positioning of the phase excitation

pulses is the key in obtaining effective performanc

Control parameters: on, dwel and Iph

Control parameters determine torque, efficienc

and other performance parameters.

 Different Control Methods

 Volatge controlled drives.

 Current controlled drives.

 Advanced controllers:

 T/A or efficiency Maximization.

 Torque ripple minimization.

Acoustic Noise Minimization.

 Sensorless controllers.
 BASIC CONTROLS

Duty Gate Vdc

ref V* Cycle Signal
Outer Loop PWM Electronic Vph
Converter SR
Controller Controller Commutator
+ -
 on
Angle
off 
Calculator

d/dt

 Voltage Controlled Drive

In low performance drives, a fixed frequency

PWM voltage control with variable duty cycle
provides the simplest form of control.

The angle controller generates the turn-on and

turn-off angles depending on the rotor position.

The duty ratio is changed according to the

voltage command signal.

A speed feedback loop can be added on the

outside, if speed control is desired.

The drive typically also incorporates a current

sensor, placed in the lower leg of the dc bus, for
over-current protection.
 BASIC CONTROLS

Vdc
Gate
/ref Torque Signal
Outer Loop Controller Current
Controller Converter S
Controller
+ -

on
Angle Electronic
/ Sign(.)
Calculator off Commutator

 Current Controlled Drive

Used in torque controlled drives, where

current is controlled in the inner loop.

The controller needs current feedback

information from each phase.

The reference current is set by the torque

command and the torque-angle-current
characteristics of the motor.

The method allows rapid resetting of the

current level and has applications where fast
motor response is required.
 SRM RESEARCH TRENDS

Self-
Controls Indirect
Tuning
Optimization Position
• Sensing
fficiency •
Maximization odel Based
• •
/A Maximization. ctive
• Probing
orque Ripple
Minimization.
Converters
Designs
•
ptimization
•
M-SRM
Combination
 SRM RESEARCH PROJECTS
AT AKRON

SRM Controls

• Torque ripple minimization over a

wide speed range
• Torque ripple minimization with
indirect position sensing
• T/A maximization with indirect
position sensing
• Controllers for automotive
applications.

Indirect Position Sensing

• Sliding mode observer based position

estimation.

Self-Tuning

• On-Line parameter adaptation

 SRM RESEARCH PROJECTS
AT AKRON (Cont.)

Modeling and Design

• Radial force calculation and acoustic

noise prediction.
• SRM design for low-acoustic noise
applications.
• SRM design for wide-speed range
applications.
• SRM design for electric vehicle and
automotive applications.
• Fault analysis and excitation
requirements for SR starter-generators.

Converter Topology
• Energy efficient C-dump converters.
 SRM MODELING FOR
ANALYSIS AND DESIGN

The phase flux linkage ph is split into

two separate fluxes m referred to as
the main flux linkage, and f referred
to as the fringing flux linkage.

ph m f .

Stator yoke
Slot Fringing-flux f Main-flux m Slot

hs ls
t ator pole
S =hs+hr+gm
gm

Pole non-
overlap Pole overlap
Effective region region
rotor yoke
Rotor pole hr

Rotor yoke
(PW-Rg) Rg

Fig. : The flux linkage components during pole-

overlap.
 RADIAL FORCE AND ACOUSTIC
NOISE PREDICTION

• Noise sources in electric

machines: Magnetic, mechanical,
electrical and aerodynamic.
• Radial vibration of stator induced by
radial magnetic force is the main
source of acoustic noise.

• Radial vibration along the

circumference o the stator causes
various mode-shapes having their own
natural mode-frequencie depending on
the machine geometry and material
properties.

• Radial magnetic force excites the

machine at various frequencies
depending on the speed and the
geometry.

• SRM is noisiest when harmonics of the

magnetic radial force and the natural
mode frequencies coincide to form
resonance.
 ANALYSIS OF RADIAL FORCE

• The co-energy W m(i p , ) due to the

fringing flux m is
ip
  
W m ( i p ,  )    m ( i p ,  ) di p
0

• The radial forces on the two sets of

rotor and stator poles can be
calculated independently as
W m 
F 1m 
g
• The net radial force in one of the pole
pair is
Fnet  F1m  F1 f
• The force in the non pole-overlapping
region is calculated using a linear
model.
 METHOD OF NOISE ANALYSIS

Machine Geometry and Natural Mode-

Material Properties Frequencies and Mode-
Shapes

Reference SRM Model Frequency Resonant Magnitu

Speed and Model for and Time Mode- & Exte
Load and Magnetic Domain Shape and of
Torque Controller Radial Analysis Frequency Acoust
Force Noise

Fig. : Flow diagram of the proposed acoustic noise prediction-model.

 CIRCUMFERENTIAL MODE SHAPE
AND FREQUENCIES

m=0 m=1 m=2

m=4 m=5
m=3

Fig. : Various circumferential mode-shapes of the stator of the SRM.

 TIME DOMAIN ANALYSIS

Arrows outwards for-

Fr(+ ve)

m=2

m=4

Arrows inwards for-

Fr(- ve)

Fig. 1. The mode shapes with m=2 and 4.

6000 Fr (N)
Magnomotive force (NI)

Q
Radial force (N) and

4000
NI (5 amp turn)
Fradial(t)
2000
Ip(t)*100
8:t8
0
2:t2

-2000

-4000
0.08 0.085 0.09 0.095 0.1
0:t0 1:t1 9:t9 Time (Second)

Fig. : Time-domain plot of radial force with rotor position.

 ACOUSTIC NOISE INTENSITY

2500
Intensity of the radial force

Fr(fp)
2000

1500
(N)

1000
Fr(7fp=fm(=2)
500

0
0 500 1000 1500 2
Frequency (Hz)
Fig. : Time-domain plot of radial force with rotor position.

0.0100 100
Circumferential deflection (m)

@ fm(=2) = 758.54 Hz
0.0075 90

0.0050 80 Acoustic noise (dB)

0.0025 70

60
0.00 1500
0 250 500 750 1000 1250
0
Excitation frequency (Hz)
Fig. : Noise intensity with excitation frequency.
 SRM DESIGN FOR LOW-NOISE
AND WIDE-SPEED RANGE
Magnetic radial force excites various circumferentia
mode shapes of the stator.

The stator then resonates with damped vibration and

radiates acoustic noise into the air.

The noise becomes significant whenever any

harmonics of the radial force resonate with the stato
mode frequency within audible range.

Radial force, mode frequency and noise level are al

functions of machine geometry.

An SRM can operate over a wide-speed range with low

torque-ripples only with efficient sharing of torque
between adjacent phases.

The torque sharing capability is determined by two

critical rotor positions.

These critical rotor positions depend on the machine

geometry.

 Therefore, an appropriate design is necessary to

minimize acoustic noise and maximize torque-speed
range of an SRM.
 DESIGN STEPS

Start

Specifications: Torque, speed etc.

Or Selections
Sizing
Output Checklist
No
Checklist satisfactory?
Yes

Static Performances
Dynamic Performances
No
Performance satisfactory?

Yes

Finite Element Analysis

No
FEA satisfactory?
Yes
Final outputs
End
Fig. 1. Flowchart of SRM design steps.
 LOW NOISE DESIGN:
PARAMETERS AFFECTING
NOISE

2 3 4

Fig. 2. Cause-effect diagram of acoustic noise generation in the SRM.

The design objective is to maximize the

dominant mode frequencies and to minimize
harmonic components of radial force.
 OPERATING
CHARACTERISTICS

Fig. 11. Torque-speed characteristics plots.

 NEED FOR POSITION FEEDBAC

• To produce useful torque for

mechanical rotation in a desired
direction phase conduction sequence
must be synchronized with the rotor
position.

• Synchronization of phase conduction

necessitates the use of shaft-
mounted encoder or resolver for
obtaining instantaneous rotor
position information.
 WHY SENSORLESS OPERATION

• Use of discrete position sensor

adds cost and complexity to the
overall drive system.

• May be unreliable in harsh

environment and cost increases
drastically for high resolution
sensors.

• SRM shows high potential for

sensorless operation even at
zero speed, since its
inductance/flux varies in
accordance with the rotor
position.
 BASIS OF
SENSORLESS ALGORITHM

 Inductance Based Methods:

Applying a probing voltage pulse of
magnitude V volts and duration T
seconds.

V  Ldi dt 
 Flux Based Methods:
Integration of the flux-inducing
voltage to obtain flux of the jth phase
as

j  v j i j Rj dt

 METHODS OF
INDIRECT ESTIMATION

Indirect
Position
Estimation

Non-
intrusive Intrusive
Method Method

Open- Flux- Waveform Passive Modulation Flux

Loop Current Detection Waveform Based Sensing
Method Method Technique Detection Technique Method

Observer Mutual Artificial

Based Voltage Intelligence FM AM/PM
AM
Method Method Method Based Based
Based

Fig. 1: Methods of indirect estimation for SRM.

• The dynamics of the machine in state-spac
format is run in parallel with the real
machine.
• The model has the same inputs as the
physical machine, and the difference
between its output and the measured outp
of the real machine is used to force the
estimated values to converge to the actual
values.

Vdc LO

Power SRM
HARDWARE Gating Signals Converter

vph iph

Controller 
& State
Electronic Observer
SOFTWARE Commutator


Fig. 2: Block diagram of the state observer for

SRM drives.
 BLOCK DIAGRAM OF THE
SENSORLESS SRM DRIVE

Vdc Encoder Load

Power
Converter SRM

SW vj
1-4 ij Flux
Controller Calculator
ij
*
ij
  - j
Sliding
Current
Mode  +
ef Estimator
Observer


Fig. 3: Block diagram of the sensorless SRM drive.

 SIMULATION SETUP

• A matlab/simulink based simulation tool is

developed.
• Actual machine model (geometry based
analytical model) is taken different from the
machine model (flux model) used by the
controller and observer.
• The controller uses the estimated position
and speed.
0.08 solid line: actual machine characteristics (geometry based model)
dotted line: machine characteristics used by the obser ver and controller
0.07 (flux model)

0.06

0.05
Flux (wb)

0.04

0.03

0.02

0.01

0
0 5 10 15 20
current (A)

Fig. 4: -i- characteristics for two different models used in

simulation.
 SIMULATION RESULTS

20 200
actual position (radians) actual speed (rads/sec)

estimated position (radians) estimated speed (rads/sec)

150
15

100
10

50
5

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1

Time, t in secs Time, t in secs

0.1 60
error in position (radians) error in speed (rads/sec)

0.05 40

0 20

-0.05 0

-0.1 -20

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1

Time, t in secs Time, t in secs

Fig. 5: Position and speed estimation with their

corresponding error at 100 rads/sec.
 SIMULATION RESULTS
(CONTD.)

600
20
actual position (radians)

estimated position (radians)

15 400

10
200
actual speed (rads/sec)

5 estimated speed (rads/sec)

0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1

Time, t in secs
Time, t in secs

150
0.1
error in position (radians) error in speed (rads/sec)

100
0.05

50
0

0
-0.05

-0.1 -50

0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1

Time, t in secs
Time, t in secs

Fig. 6: Position and speed estimation with their

corresponding errors at 523 rads/sec.
 EXPERIMENTAL SETUP

• Controller and observer algorithm is

implemented within a TMS320C30 DSP.

• A 4-channel A/D and D/A converter is used.

• Classic bridge power converter is used to

meet commutation requirement.
• DC generator is used as a controllable load.
• A 360-line encoder for verification purpose.
Vdc Load
iph* SW1-4
I DAC CONVERTER SRM
N
T
E iph
R Encoder
ADC
F
iph
A Position
C Host PC
E with TMS320 C30 DSP
DAC

SCOPE

Fig. 7: Block diagram of the experimental setup.

 EXPERIMENTAL
RESULTS

Fig. 8: Position estimation and its error at 1000 rpm.

 EXPERIMENTAL
RESULTS (CONTD.)

120
100
80 actualspeed,inrads/sec
60 estimate speed, rads/sec
40 d in
20
0
0 5 10 15 20 25 30 35 40
Time,tinsecs
60

40 errorinrotorspeed,inra ds/sec

20

0 5 10 15 20 25 30 35 40
Time,tinsecs

Fig: Speed estimation and its error at 1000 rpm.

 EXPERIMENTAL
RESULTS (CONTD.)

15
estimatedposition,in ads.
r
10

actualposition,inr ds.
5 a

0
35 35.5 36 36.5 37 37.5 38 38.5 39 39.5 40
Time,tinsecs

15

10
actualspeed,inrads/sec(dashedline)
estimatedspeed,inrad /sec(solidline)
5
s

0
37 37.5 38 38.5 39 39.5 40
Time,tinsecs

Fig. 10: Position and speed estimation at 10 rads/sec.

 EXPERIMENTAL
RESULTS (CONTD.)

15
estimatedposition, inrads

10

actualposition,inrads
5

0
1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
samplinginstants
600

400
actual peed,inrads/sec
s edspeed,i nrads/se
200
estimat c

0
0 500 1000 1500 2000 2500 3000 3500 4000
samplinginstants*50

Fig. 11: Position and speed estimation at 512 rads/sec

 APPLICATIONS

 Already developed:

 Washing machine.

 Vacuum, blower.

 Motorcycle.

 Automotive cruise control drives.

 Considered as suitable for:

Conventional automotive actuators.

 Aerospace starter/generators.

High-speed adjustable speed fluid

pumps.

Robotic prime movers.

 APPLICATION OF SRM IN
ELECTRIC POWER STEERING

(SCHEMATIC DIAGRAM )

Torque
Battery
Sensor

Torque

Power
Ignition
EPS

Controller
Motor
Vehicle Speed

Reduction

Gear
 ELECTRIC POWER STEERING
(EPS) SYSTEM

Td, 1 Calculation of the

Td, 1 Tref
Sensor reference torque

B1

Tr&p
Tlm Te Power
Tm Control Uni
Te

Vph

Tt

Tlt

Flt Ft

Xt Rack
Pinion

0
 SRM FOR ELECTRO-
MECHANICAL BRAKE SYSTEM

Phase Currents

Gate
i* signal

REFERENCE
CURRENT CURRENT
POWER
GENERATOR HYSTERESIS SRM
CONVERTER
CONTROLLE
R

Fcmd T*
+
e ELECTRONIC
 - CONTROL
COMMUTATOR
REGULATOR
FFB Phase
selectors POSITI
SENSO
CALIPER


 CONCLUSIONS

SRM provides an attractive solution for a number

of applications, such as
 Fluid Pumps, vacuum blowers
 Process control industries
 Hybrid/Electric vehicles
 Electromechanical brake system
 Electric power steering
 Starter-generator system
 Fuel pump operation

 A reduction of about 15~25 dB noise level is

achieved with the low-noise design methodoology.
The drive system with optimally-designed SRM has
35% wider speed range with 6~20% lower torque-dip.
 Position and speed sensorless SRM drive is
realized using sliding-mode observer.
 Online adaptation with sensorless operation.
Indirect estimation shows the promise of
sophisticated control (torque-ripple minimization)
realization with sensorless operation.