Switched Reluctance Machines

for Hybrid Electric Vehicles

S. Smaka, . Mai, M. osovi, I. Salihbegovi

Abstract This paper presents a procedure of

determination of static characteristics of switched reluctance
machines (SRMs). Calculations are realized for two SRM
topologies including novel configuration with 8 stator and 14
rotor poles (SRM 8/14). This configuration is based on new pole
design formula introduced recently. Flux linkage and static
torque characteristics are calculated for different rotor
positions and stator currents using two-dimensional finite
element analysis (2D-FEA). Simulation results for new SRM
8/14 and conventional SRM 8/6 with the same number of
phases and outer dimensions are presented and compared. This
comparison shows that new configuration can have better
torque density. Therefore, new design approach should be
considered to make this type of machines a more attractive for
high performance HEVs (Hybrid Electric Vehicles) drives.
Index Terms hybrid electric vehicle, static characteristics,
switched reluctance machine

I.

INTRODUCTION

Air pollution, global warming and depletion of the

World's petroleum resources are led to an increased interest
for clean and efficient vehicles. HEVs, PHEVs (Plug-In
HEVs) and FCVs (Fuel Cell Vehicles) have been typically
proposed to replace ICEVs (Internal Combustion Engine
Vehicles) in the near future. Electric drives are the core
technology for HEVs. They have to fulfill vehicle
characteristics (acceleration, gradeability, maximum speed
and range), considering constraints such as vehicle volume,
weight and payload and power source limits [1], [2]. The
basic characteristics of an electric drive for HEVs are [3][7]:

high torque and high power density;

high torque at low speed for starting and hill climbing;
high power at high speed for cruising;
very wide speed range including low speed for urban
and high speed for highway driving;
wide constant power operation capability, thus lowering
machines rated power;
high efficiency over wide speed and torque ranges,
especially for regenerative braking;
fast torque response;
high intermittent overload capability for overtaking;
low level of torque ripple and acoustic noise;
fault tolerance operation;

S. Smaka is with University of Sarajevo, Faculty of Electrical

Engineering, 71000 Sarajevo, Bosnia and Herzegovina (e-mail:
ssmaka@etf.unsa.ba).
. Mai is with University of Sarajevo, Faculty of Electrical
Engineering, 71000 Sarajevo, Bosnia and Herzegovina (e-mail:
smasic@etf.unsa.ba).
M. osovi is with University of Sarajevo, Faculty of Electrical
Engineering, 71000 Sarajevo, Bosnia and Herzegovina (e-mail:
mcosovic@etf.unsa.ba).
I. Salihbegovi is with Elektroprivreda BiH, Generation Department,
71000
Sarajevo,
Bosnia
and
Herzegovina
(e-mail:
i.salihbegovic@elektroprivreda.ba).

high reliability and robustness for specific vehicular

working environment;

reasonable cost.
Additional characteristics are: good voltage regulation
over wide speed generation; modular design; low level of
electromagnetic interference (EMI) noise; widespread
market acceptance [3], [4], [7].
SRMs have potential for vehicle propulsion due to several
advantages [8]-[12]: low manufacturing cost owing to
simple construction; concentric stator windings with short
end-turn, thus reducing machines inactive part and copper
losses; rotor does not have winding or PMs, it is highly
mechanical robust and therefore suited for high speed
operation; suitable torque-speed characteristic with long
constant power range; high reliability due to absence of
excitation source on the rotor, so there is no rotor winding
failures, demagnetization or flying off of the PMs; fault
tolerance operation due to low cross-coupling effects
between phases; the major sources of heat are on the stator
and therefore cooling is simpler; low maintenance; resilience
to harsh operating condition.
Two major shortcomings of SRMs are acoustic noise
generation and torque ripple. However, there are other
disadvantages that can outweigh the advantages of SRMs in
automotive applications [7], [9]: EMI noise generation; too
many connections between machine and inverter; special
inverter topology; nonlinear behavior, i. e. flux-linkage,
inductance and torque characteristics are highly nonlinear
functions of both rotor position and phase current; control is
difficult and subtle.
There are primarily two approaches for reducing the
acoustic noise generation. One method is to improve
magnetic design of the machine [13]-[15]. Control approach
is based on optimizing the selected parameters, such as the
supply voltage and turn-on and turn-off angles [16]-[18].
Also, control [19], [20] and design [21]-[23] methods for
torque ripple minimization are reported. There has been
some success in overcoming these problems, but only at the
expense of some output characteristics of the machine [4].
Comparative studies of the few major types of electric
machines adopted or under consideration for HEVs traction
system presented in [1], [3], [7], [11], [24], [25] shows:

SRMs is comparable in power density and efficiency

with the Induction Machines (IMs) but Permanent
Magnet Synchronous Machines (PMSMs) offers best
power density and efficiency;

SRMs are more expensive than IMs but less than

PMSMs despite price reduction of rare-earth magnets;

reliability of SRMs is comparable to or even slightly

better than that for IMs and is better than that of the
PMSMs;

SRMs are behind IMs and PMSMs regarding

controllability.

The first prototype of SRM for EV (Electric Vehicle)

applications was built during the 1980s [4]. Various SRM
prototypes, designed and built during last two decades for
propulsion of heavy and light full and mild HEVs, are
presented in [4], [8], [10], [26]-[31]. All presented
configurations are regular three phases (6/4, 12/8 and 24/16)
or four phases (8/6) SRMs. To the authors best knowledge,
SRM was not used as traction motor for commercially
available vehicles, until now. Nevertheless, a few prototypes
of heavy and light full HEVs with SRM-based propulsion
system are reported in [10] and [26].
This paper will investigate the potential of the SRM 8/14
configuration for vehicle traction. A 2D-FEA model with
refined mesh and reliable nonlinear material properties will
be used to obtain the static characteristics of this machine.
Flux linkage and static torque of SRM 8/14 will be
compared with static characteristics of prototype SRM 8/6
reported in [32]-[34]. These two machines are characterized
by the same external dimensions and used materials. Main
motor's data for SRM 8/6 and magnetization characteristic of
the lamination's material are given in [32]-[34].
II. COMPUTATION OF STATIC CHARACTERISTICS
Proper design evaluation and the optimization of SRMs
require at least 2D magnetic field analysis done for different
positions of the rotor defined by angle and phase currents i.
The static characteristics of SRM are defined as flux linkage
look-up table (,i) and electromagnetic torque look-up
table T(,i) for one motors phase.
The computation of the flux linkage look-up table (,i)
is the first step in performance prediction of the SRM. To
complete this task, magnetic field equations must be solved,
taking into account saturation effects. The 2D magnetostatic
field simulator solves nonlinear Poissons field equation for
the scalar values of the magnetic vector potential A in
Cartesian coordinates:

A
A
( B ) + ( B ) = J ( x, y ) ,

x
x y
y

1
I

G G
N ph l
J A dV =
S

A S
k

(2)

k =1

G
where are: I winding excitation current, J source current
G
density, A magnetic vector potential, Nph number of
turns per phase windings, l machine axial length, S area
for phase winding, Ak and Sk scalar values of magnetic
vector potential and area of the kth element, n number of
elements for area of one winding.
Magnetic coenergy Wco(,i) can be calculated on the basis
of flux linkage (,i) characteristics using numerical
integration [35]:
i

Wco ( , i ) = ( , i ) di

= const .

(3)

The electromagnetic torque T(,i) about the axis of

rotation is calculated from the systems coenergy Wco with
respect to the angular displacement for different rotor

(4)

III. SRMS CONFIGURATIONS

SRMs are typically designed as regular machines in
which the rotor and stator poles are symmetrical about their
centerlines and equally spaced around the rotor and stator
circumference. Various combinations of stator and rotor
poles and number of phases are employed.
Reference [12] presents the design of novel SRM 6/10
and introduces a pole design (PD) formula:
Nr = 2Ns 2 ,
(5)
where Nr is the number of rotor poles, Ns is the number of
stator poles having one tooth per pole and Ns > 4 (Ns is even
number).
Although SRMs with higher number of rotor poles than
stator poles are well known [36], several novel combinations
of the stator-rotor poles can be proposed using a newly
defined PD formula. SRM 8/14 is 4-phase configuration
with number of rotor poles calculated according to (5). This
machine has maximum torque zone of 12,857 mechanical
and effective torque zone comparable to rotor poles arc since
stator poles are wider than rotor poles. Stroke angle is =
6,428 mechanical (90 electrical) and absolute overlap ratio
is equal to 2. Number of strokes per revolution is S = 56.
For a comparative evaluation of new SRM 8/14 with the
SRM 8/6, the air gap width, stator outer and inner diameter,
rotor outer diameter, shaft diameter, stack length and
lamination material are kept the same for both these
machines. Fig. 1 shows SRM 8/6 and SRM 8/14 cross
sections. Both rotors are shown in unaligned position with
respect to the phase A.
A
D

(1)

where are: (B) the magnetic reluctance, J(x,y) scalar

value of current density.
After A is computed, the magnetic flux linkage can then
be computed using the relationships:

( , i ) =

positions and winding excitation current i:

Wco ( , i)
T ( , i) =
i =const .

A
B

D
A

B
A

Fig. 1. SRM 8/6 and SRM 8/14 Cross Sections

SRM 8/14 has a narrower stator and rotor poles compared

to SRM 8/6. Stator and rotor poles arcs are chosen in order
to enable production of starting torque in every position and
to ensure that there is no overlapping between stator and
rotor poles in the unaligned position. Effective overlap ratio
is slightly greater than 1,2. Total cross sectional area of
stator and rotor laminations is about 13 % lesser for SRM
8/14 and this machine has lower mass, resulting in reduced
production cost. Also, SRM 8/14 has bigger space between
adjacent stator poles. This additional stator slot area offered
by SRM 8/14 can be used for incorporating a higher number
of winding turns or/and increasing cross sectional area of
conductors. This can improve machines torque capabilities
and thermal behavior.

IV. STATIC CHARACTERISTICS OF SRM 8/6 AND SRM 8/14

60
8A

A.

Configurations with the same Ampere-turns

The results of static characteristics calculation for SRM
8/6 and SRM 8/14 with the same number of turns per phase
winding are given in this section.
Fig. 2 shows flux linkage characteristics of SRM 8/6 as a
function of winding excitation currents i and for four rotor
positions defined by electrical degrees. Angle = 0
represents unaligned position and angle = 180 depicts
aligned position between axes of stator poles of excited
phase and rotor poles.

Torque (Newton Meter)

40

6A
4A

20

2A
0
2A
-20

4A
6A

-40

8A
-60

60

120
180
240
Rotor Position (Electrical Degree)

300

360

Fig. 5. Static Torque Characteristics for Various

Currents and Rotor Positions SRM 8/14

180 Degree
3.5
120 Degree

Flux Linkage (Weber)

3
2.5
2
60 Degree

1.5
1

0 Degree
0.5
0

2
3
4
5
6
Phase Winding Current (Ampere)

Fig. 2. Flux Linkage Characteristics for Various

Currents and Rotor Positions SRM 8/6

Torque (Newton Meter)

Fig. 3 shows static torque characteristics of SRM 8/6 for

three winding excitation currents and one electrical cycle.
60

8A

40

6A
4A

20

2A
0
2A
-20

4A

-40

6A

-60

8A
0

60

120
180
240
Rotor Position (Electrical Degree)

300

360

Fig. 3. Static Torque Characteristics for Various

Currents and Rotor Positions SRM 8/6

B.

Characteristics shown in Fig. 4 and Fig. 5 are the flux

linkage and static torque profiles of SRM 8/14.
4

180 Degree

3.5
120 Degree

Flux Linkage (Weber)

3
2.5
60 Degree
2
1.5

0 Degree

1
0.5
0

2
3
4
5
6
Phase Winding Current (Ampere)

Fig. 4. Flux Linkage Characteristics for Various

Currents and Rotor Positions SRM 8/14

From the flux linkage characteristics shown in Fig. 2 and

Fig. 4 is clear that the area enclosed between curves for
unaligned (0) and aligned position (180) is smaller for the
SRM 8/14. In other words, the ratio of the aligned to
unaligned inductance is reduced for this machine mainly due
to smaller clearance between pole-corners in the unaligned
position (increased unaligned inductance). The area between
0 and 180 curves in Fig. 2 and Fig. 4 gives the maximum
work done for one stroke of the motor, so as a consequence
of smaller area SRM 8/14 has reduced static torque. This can
be verified by comparing torque profiles shown in Fig. 3 and
Fig. 5. SRM 8/14 produces about 8 % lower peak torque for
rated current 6 A. Peak torque reduction is even bigger for
higher currents due to saturation of stator and rotor pole tips
of SRM 8/14. Also, it can be observed that instantaneous
torque at most positions is higher for SRM 8/6 than that of
SRM 8/14. Therefore, for current 6 A average torque for one
stroke is 11 % lower for SRM 8/14. However, the advantage
of the larger Nr is a smaller stroke angle, so SRM 8/14 needs
2,33 times more strokes than SRM 8/6 to complete one
mechanical revolution. This can be advantage in dynamic
and quasistatic states since average torque increases with the
number of strokes [12]. But the reduction in available
conversion energy tends to offset the increase in the number
of strokes per revolution, and the core losses may be higher
than those of the SRM 8/6 because of the higher switching
frequency.

Configurations with different Ampere-turns

SRM 8/14 has the additional winding space due to
smaller stator poles width, so this machine has the ability to
incorporate more turns per phase winding. SRM 8/14
configuration investigated in this section has 50 more
winding turns per phase (about 11 % more), while the
conductor cross sectional area is the same as before.
Static torque characteristics of SRM 8/14 with more
winding turns are shown in Fig. 6. Fig. 7 shows static torque
profiles for SRM 8/14 with more winding turns and SRM
8/6 from 2 A to 6 A and 0 to 180 electrical. Comparisons
of static torque characteristics are summarized and presented
in Table I. From the Table I it can be observed that the SRM
8/14 produces up to 17,1 % higher peak torque and up to
22,5 % higher average torque. Also, it is clear that SRM 8/14
is much more saturated than SRM 8/6 thus improvements of
torque production of novel configuration are reduced at
higher currents. This is expected since SRM 8/14 has smaller
stator and rotor poles area.

45

6A

40

6A

40

35

4A

Torque (Newton Meter)

Torque (Newton Meter)

SRM 8/6

8A

60

20
2A
0
2A
-20
4A

30
Phase D

25

Phase A

Phase B

Phase C

Phase D

4A

20
15
10

-40

6A

2A
5

-60

8A
0

60

120
180
240
Rotor Position (Electrical Degree)

300

360

Fig. 6. Static Torque Characteristics for Various Currents

and Rotor Positions SRM 8/14 with more winding turns

120
180
240
Rotor Position (Electrical Degree)

SRM 8/14

SRM 8/14

SRM 8/6
SRM 8/14
Torque (Newton Meter)

35
30
4A

25

SRM 8/14

SRM 8/6

20
15

6A

35
Phase A

30

Phase B

2A

5
20

40

20
15

60
80
100
120
140
Rotor Position (Electrical Degree)

2A

160

60

5,83

6,83

Average Torque 2 A

3,50

4,29

22,57

Peak Torque 4 A

21,92

24,80

13,14

Average Torque 4 A

12,53

14,14

12,85

Peak Torque 6 A

42,76

45,63

6,71

Average Torque 6 A

23,40

24,60

5,13

SRM 8/6

SRM 8/14

Analysis of static torque profiles can provide indication

of the torque ripple in dynamic states [12]. For the four
phases SRMs the conduction angle needs to be at least 90
electrical. From the intersection of the individual phase's
static torque profiles the turn-on and turn-off angles are
chosen: on = 45 and off = 135 electrical for SRM 8/6; on
= 36,5 and off = 126,5 electrical for SRM 8/14. Fig. 8 and
Fig. 9 shows output torques of SRM 8/6 and SRM 8/14 for
90 conduction with defined on and off. Torque ripple Tr is
calculated as:
max(Ti ) min(Ti )
Tr =
100 % ,
(6)
Tavg
where are: max(Ti) and min(Ti) maximum and minimum
values of instantaneous torque, Tavg average torque.
Calculated values of torque ripple for SRM 8/6 and SRM
8/14 and their differences are presented in Table II. It can be
observed that SRM 8/14 has up to 21,69 % higher torque
ripple. The difference rising toward higher currents since
high torque production involves more saturation at these
currents for SRM 8/14.

300

360

TABLE II
COMPARISON OF TORQUE RIPPLE

TABLE I
COMPARISON OF STATIC TORQUE PROFILES
DIFFERENCE
(%)
17,15

120
180
240
Rotor Position (Electrical Degree)

Fig. 9. Evaluation of Torque Ripple for SRM 8/14

180

Fig. 7. Comparison of Static Torque Profiles: 2A, 4A, 6A

PARAMETER OF
COMPARISON
Peak Torque 2 A

Phase D

SRM 8/14

SRM 8/6
0

Phase C

4A

25

10

10

360

40

SRM 8/6

40

300

Fig. 8. Evaluation of Torque Ripple for SRM 8/6

45

6A

45

Torque (Newton Meter)

60

50

50

PHASE
CURRENT (A)
2

Tr (%)
SRM 8/6
46,91

Tr (%)
SRM 8/14
55,81

DIFFERENCE
(%)
18,97

45,54

54,91

20,57

41,87

50,95

21,69

V. CONCLUSIONS
In this paper static characteristics of the four-phases
conventional SRM 8/6 and novel configuration SRM 8/14
are presented. Inherent advantages of the SRM 8/14 over
SRM 8/6 are additional winding space and higher number of
rotor poles. Also, SRM 8/14 has lower production cost than
that of the SRM 8/6. Static characteristics analysis shows
that SRM 8/14 with higher number of winding turns has
better torque density than conventional SRM 8/6 but also has
a higher static torque ripple due to saturation. The new
configuration enjoys all other advantages of the SRMs, such
as simple construction, mechanical robustness and
reliability. SRM 8/14 can improve usability of the SRMs for
high-performance HEV's propulsion systems.
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Automatika, vol. 43, no. 3-4, pp. 109 - 117, 2002.
[35] J. orda, . Mai, J. M. Stephenson, "Computation and experimental
determination of running torque waveforms in switched-reluctance
motors", IEE Proceedings-B, vol. 140, no. 6, pp. 387 - 392, November
1993.
[36] T. J. E. Miller, "Electronic Control of Switched Reluctance
Machines," Newnes Power Engineering Series, 2001, pp. 49 - 52.

VII.

BIOGRAPHIES

Senad Smaka was born on 1969 in Sarajevo, Bosnia and Herzegovina.

He graduated from the Faculty of Electrical Engineering at University of
Sarajevo in 1996. From 2000 he works as teaching assistant on Department
of Power Engineering of Faculty of Electrical Engineering in Sarajevo. He
received M.S. degree in electrical engineering from the Faculty of Electrical
Engineering and Computing at University of Zagreb in 2004. He is
currently working toward the Ph.D. degree in electrical engineering. His
research interests include HEVs, modeling and numerical analysis of
electrical machines and drives. He is member of IEEE.
emsudin Mai graduated from University of Sarajevo 1974, received
M.S. degree from University of Zagreb 1982 and Ph.D. degree from
University of Sarajevo 1992. After completing his graduate studies, he
became an Assistant in Department of Power Engineering at the Faculty of
Electrical Engineering, University of Sarajevo. Since 1982 he is Research
Fellow at the Institute for Automatic and Computer Science and at the
Electrical Power Institute by Energoinvest Company, Sarajevo. His research
interests are in the areas of electric machines and drives, especially
numerical analysis of magnetic fields, mathematical models and measuring
characteristics of electric machines and electrical drives in traffic systems.
He is now Full Professor, Head of Department of Electrical Machines and
Drives. Dr Mai is senior member of IEEE. Currently, he is the Chairman
of the A1 Study Committee of Cigr section of Bosnia and Herzegovina.
Mirsad osovi was born on 1984 in Travnik, Bosnia and Herzegovina.
He graduated at Faculty of Electrical Engineering at University of Sarajevo
in 2009. He works on Department of Power Engineering of Faculty of
Electrical Engineering in Sarajevo. His research interests are computer
modeling and analysis of electrical machines and drives, generation,
transmission and distribution (network components, analysis, operation and
control, optimization, planning).
Iris Salihbegovi was born on 1984 in Sarajevo, Bosnia and
Herzegovina. She graduated at Faculty of Electrical Engineering at
University of Sarajevo in 2009. From July 2009 she works in Public
enterprise Elektroprivreda BiH d.d. Sarajevo, in Generation Department.
Her research interests are computer modeling and analysis of electrical
machines and drives.