Converter Temperature Regulation with Dual Mode

Control of Fault-Tolerant Permanent Magnet Motors

W.U.N Fernando, L Papini and C Gerada
School of Electrical and Electronic Engineering
The University of Nottingham
Nottingham, NG7 2RD, UK.
Email: wun.fernando@nottingham.ac.uk, eexlp4@nottingham.ac.uk, chris.gerada@nottingham.ac.uk

AbstractA control strategy for fault tolerant PM motors

is developed and addresses the operation during a cooling
failure in the power-electronic converter. A fault tolerant PM
motor interfaced with a parallel H-bridge per-phase topology is
considered. Conventional pulse-width modulation (PWM) based
voltage generation is used under normal operation. However, the
parallel H-bridge module per-phase topology benefits from the
capability to generate quasi-square wave (QSW) voltages as an
alternative to PWM voltages. The generation of a QSW voltage
incurs lower switching losses compared with PWM based voltage
generation and the former can be utilized as a safe operating
mode for the converter. Typically, converters designed for aerospace applications are equipped with liquid cooling systems and
may also require continuous duty operation under cooling system
failure. This paper considers the possibility to alternate between
these two switching methods for the regulation of converter
temperature under contingency e.g., during reduced cooling
conditions. Simulated operating point waveforms of current,
voltage and torque during PWM and QSW modes are presented
for a 18kW 20krpm machine. A reduction in losses in the range
of 20% 50% is estimated via simulations. Thermal simulations
present the temperature regulation capability with the dual mode
controller.

I. I NTRODUCTION
Mechanical rotary systems have seen an increase in the use
of direct-driven and geared electrical machines in many industrial applications. For example, aero-engine starter/generator
operation with variable speed electrical machines are presently
being researched due to its potential to achieve reduced weight
and improved reliability of the mechanical-electrical power
conversion stage [1][4]. Aero-engine starter operation requires fault-tolerant characteristics and the permanent magnet
(PM) machine is found to be a candidate for such applications
due to its high power density and the operational capability
with fault-tolerance. A typical geared-drive aero-engine starter
operation may require motoring capability up to 30krpm [5]
and generating capability at even higher speeds. Conventional
method of PM motor control involves PWM inverters with
high switching frequency and is capable of instantaneous
control of the PM motor phase currents [6][8]. However,
as the PM motor electrical frequency is increased, a higher
switching frequency is required to provide the same level
of controllability of phase currents. This will increase the
power electronic losses in inverters designed with the present
generation of high-power semiconductor technology.

978-1-4673-0803-8/12/$31.00 2012 IEEE

vdc

Phase - a

i2

Phase - a
H bridge

Fig. 1.

Phase - c

i3

i1

Phase -b
H bridge

Phase - b

Phase - c
H bridge

High speed PM machine

Permanent magnet motor and parallel H-bridge module topology.

Typically, the power converters associated with the

starter/generators are designed for operation with liquid cooling [9]. However, the fault-tolerant requirements demand the
system operational capability under a cooling failure. One
option to accommodate this requirement is to design the
converter with air-cooling. However, due to the associated
space constraints, such a design option may render infeasible.
The investigation of this paper is focused on fault-tolerant
PM machines interfaced with the parallel H-bridge per-phase
topology as shown in figure 1. In contrast with the conventional star-connected topology, the parallel H-bridge per-phase
topology offers the capability to control individual phases
with a high degree of independence and provides higher
availability under faulted conditions. One additional feature
of this topology is the capability to impose zero voltage
on a conducting phase for any arbitrary length of time by
turn-on/turn-off of the appropriate switches. This capability
facilitates the generation of quasi-square wave (QSW) voltages
as shown in figure 4. This form of voltage generation can be
utilized for the control of PM machines even in high-speed
operation, especially for intermittent-duty applications. The
circuit topology of figure 1 allows either QSW voltage based
operation or PWM based operation and hence is capable of
providing smooth transition between either mode. The QSW
voltage generation requires turn-on and turn-off operation of
the switches twice per-electrical-cycle. Hence, this strategy
generates lower power electronic losses in comparison with
a high frequency PWM based switching. This feature can be
utilized for the operation of the inverters under contingency,
such as converter over-temperature which may occur under a

1902

Inverter
temperature

where vn and in are the per-phase instantaneous AC side

terminal voltage and current. The flux linkage n incorporates
the effects of both the stator flux and the rotor PM flux. Rn
is the stator resistance and lnn represents the cosinusoidal
variation of self inductance. The flux-linkage due to the PM
is represented in the format of a complex Fourier series,

over-temperature shutdown
quasi-square wave mode

over-speed
shutdown

PWM switching mode

pm,n = 21

(3)

k=K1

electrical frequency f

Fig. 2.

K1
o
n
X
f,k ejk(e +n )

where f,0 = 0 and f,k represents the k th harmonic

magnitude of the PM flux-linkage. (f,1 > 0). The input
voltage can be represented in the format of a complex Fourier
series:

Dual mode temperature-frequency regions of operation.

converter cooling failure.

The rationale of this paper is to formulate a dual mode PM
motor controller that regulates the converter temperature by
switching between PWM and QSW strategies. Figure 2 shows
a temperature-frequency operating region and illustrates the
different modes of operation.
The per-phase mathematical representation of the faulttolerant PM machine is described in section II. Section III
describes the control design for dual-mode operation and
seamless transition between the two modes with the converter
thermal protection strategy. Section IV present simulation
results for a 18kW 20krpm machine. Per-phase current, voltage
and total torque production waveforms during three key operating points are presented. The semiconductor losses during
nine operating points are compared. Temperature regulation
during a 30min cyclic loading operation is simulated and
the resultant temperatures in the heat-sink and junctions are
presented.
II. P ERMANENT MAGNET MOTOR HARMONIC MODEL
The system considered in this paper is based on a threephase fault-tolerant PM motor fed by a parallel H-bridge
inverter topology. The circuit representation of the inverter and
the motor is shown in figure 1. Each phase of the machine is
electrically isolated by means of an H-bridge module. The
fault-tolerant design of the machine permits the assumption
of full magnetic and thermal isolation between the machine
phases. Although the harmonics injected by a PWM voltage
can be manipulated via the duty cycle, higher-order harmonic
components injected by a QSW voltage are a function of the
fundamental voltage and are not directly controllable. The
torque components generated by the interaction of higher-order
currents and non-sinusoidal flux-linkage distribution within
a PM machine needs to be considered in order to provide
seamless transition between the two modes of control. Hence,
a harmonic model [3], [10] that represent the motor per-phase
dynamics is used for the control design.
The continuous-time dynamics of a general nth phase of a
fault-tolerant PM machine can be written as:
dn
vn = Rn in +
(1)
dt
n = lnn in + pm,n
(2)

vn (t) =

K
X

1
2

{v n,k ejk(e +n ) }

(4)

k=K

where v n,k = vd,n,k + jvq,n,k , and v n,k = v n,k

The phase current can be expressed in the form of an exponential series,
iph,n =

1
2

K
X

{in,k ejk(e +n ) }

(5)

k=K

where the complex coefficients are defined by,

in,k = id,n,k + jiq,n,k , in,0 = 0 and in,k = in,k (6)
and the current components in-phase and in anti-quadrature
phase with the PM flux linkage can be written as:
iq,n,k = ipk,n,k cos kk and id,n,k = ipk,n,k sin kk

(7)

It follows from [3] that the interaction between the k 1

and k + 1 harmonics, and the k th harmonic is given by the
general complex differential equation:



d(in,k2 + in,k+2 )
din,k
La jkin,k
+ Lb
(8)
dt
dt


jk in,k2 + in,k+2 Rs in,k + vdc v n,k jkf,k = 0




Lq Ld
Lq +Ld
where La =
and La =
. The per-phase
2
2
average torque production can be represented as [3]:
Tavg,n =

K
kpp X 
2kf,k in,k
8

(9)

k=K

+ (Lq Ld ) in,k+2 in,k2 in,k
The nth -phase, k th harmonic real power (Pn,k ) and reactive
power (Qn,k ) components at the inverter AC side can be
written as,

1903

Pn,k =

1 
Re v n,k in,k
2

and Qn,k =

1 
Im v n,k in,k
2
(10)

Hysteresis controller

Speed controller

T*

PI

wr*

wr

PM machine

MTPA
input lookup
for THIPWM

un

Switching
waveform
generator
Current
waveform
generator

wr

d ( t )

d (t )

HIPWM

PI

in

a'

[ , ]

{
on+

off+
on

MTPA Input lookup

for quasi-square
wave voltage

Current controller

in*

wr

off

Phase - a H bridge

+
+

Fig. 3.

Block diagram representation of the speed controller and per-phase mode controller.

phase voltage

{
{

on+
+

off+

back-EMF

on

off

electrical angle

vdc

III. MTPA TORQUE AND SPEED CONTROL

+vdc

Fig. 4. Quasi-square wave voltage and back-EMF fundamental waveforms

+
+

and the corresponding , , on

, of
f , on and of f positions.

The control for the PM motor considered in this study

is formulated on a maximum torque per-ampere (MTPA)
strategy. MTPA schemes are popular for PM motor control and
have been utilized in different forms [11]. The MTPA scheme
adopted in this paper is based on off-line calculation of the
control signals via sequential quadratic programming (SQP)
[12]. This generates the required voltage/current commands in
PWM mode and the turn-on/turn-off angles for quasi-square
wave mode. The MTPA optimization is formulated as:
"
min

A. mode 1:

{un,k }

In PWM mode of switching, the input voltage command is

directly linked with the PWM duty via:
v (t)
d (t) =
vdc

(11)

N
X

n=1


K 
X
in,k in,k

k=1

)#

2
Ibase

Subject to
T

Nf
X

Tavg,n = 0 and dn (t) 1

and
2
2
2
for all n and t
0

where the v (t) is given by (4).

B. mode 2:
In quasi-square wave mode, the turn-on and turn-off angle
values are linked with the input voltage direct and quadrature
harmonic components:


4vdc
vn,q =
cos (n) cos (n)
(12)
n


4vdc
cos (n) sin (n)
(13)
vn,d =
n
Fundamental real power / torque and reactive power can be
manipulated by and values. The relationship between
and , and the fundamental voltage components is given by:
r




2 + v2
=
cos1
v1,q
(14)
1,d
4vdc


v1,d
= tan1
(15)
v1,q

for PWM mode or

n=1

for QSW mode

Here Ibase represents the base current value and Nf the

number of healthy phases of the considered PM motor.
The torque demand is calculated by the speed control loop.
The speed loop is implemented as a proportional integral (PI)
controller, where the average torque demand is calculated by,
Z

T = kp,s (r r ) + ki,s (r r )dt

(16)
A. Mode 1 (PWM based voltage generation):
In this mode, for the given torque demand the optimal
phase voltage harmonic components are obtained by a multidimensional lookup table that is generated by the MTPA
optimization explained earlier. The expected current waveform
harmonic components can also be calculated online by solution
of equation (8). The PWM switching is then calculated by a

1904

vd,1, vq,1 and corresponding and

for QSWmode operation

vd,1, vq,1, vd,3 and vq,3 for HIPWM operation

1
2
1

B. Mode 2 (Quasi-square wave voltage generation):

The dual mode operation for thermal protection is implemented via a hysteresis controller:

switch to mode 2 if < h
(18)
switch to mode 1 if > h
where and are the desired and actual temperatures
respectively. Parameter h represents the hysteresis band of the
controller.

1
0
1
2
1

vq,1 command [pu]

1
0

0.5
0
0.5
(e) Torque demand [pu]

0.5
0
0.5
(f) Torque demand [pu]

0.5
0
0.5
(g) Torque demand [pu]

0.5
0
0.5
(b) Torque demand [pu]

0.5
0.5
0
(h) Torque demand [pu]

80
60

40
20

0.5
1

0
0.5
0.5
(c) Torque demand [pu]

0
1

0.5

100
50

0.5
1

TABLE I
M OTOR DRIVE SYSTEM PARAMETERS

0.5
1

0.5

IV. S IMULATION RESULTS

0.5

1
1

vd,3 command [pu]

C. Thermal protection:

0.5
0
0.5
(a) Torque demand [pu]

1.5

vq,3 command [pu]

In this mode, instantaneous current control is not possible.

For the given torque demand, the optimal turn-on and turn-off
angles are obtained by a separate multi-dimensional lookup
table which is also calculated off-line by the same MTPA
optimization.
Figure 3 shows a block diagram representation of the dual
mode controller with mode-1 PWM control strategy and mode2 quasi-square wave voltage generation.

vd,1 command [pu]

vq,1 command [pu]

d (t) is a feed-forward duty term calculated by (4) and (11)

which corresponds to the desired MTPA terminal voltage.

[deg]

[deg]

(17)

vd,1 command [pu]

feedback/feedforward current control law,

Z
0
d (t) = d (t) + kp,c (in in ) + ki,c (in in )dt

50
0
0.5
0.5
(d) Torque demand [pu]
4000rpm

1
10000rpm

100
1

16000rpm

20000rpm

Fig. 5. d-axis and q-axis voltage components for HIPWM and QSW modes
of operation with the MTPA optimization. (a) vd,1 , (b) vq,1 , (c) vd,3 , and (d)
vq,3 for HIPWM mode operation, (e) vd,1 , (f) vq,1 for QSW mode operation,
and the corresponding (g) , (h) in QSW mode.

Parameter

Value
Machine parameters:
kW rating
18kW
PM flux f,1
0.0645Vs
Maximum speed m
20krpm
Base speed m
10krpm
Rs
0.01
Lq
1.8mH
Ld
1.6mH
Pole pair number
2
DC-link voltage
135V
Inverter switching frequency 40kHz
H-bridge parameters (per-phase):
Maximum voltage
600V
Maximum current
260A
On-state resistance
5.3m (IGBT)
5.0m (Diode)
Forward voltage
2.4V (IGBT)
1.5V (Diode)
IGBT 10% fall time
500ns (Typical)
IGBT tail time
500ns (Typical)

A. MTPA optimization:

A 2-pole 18kW PM machine interfaced with a parallel Hbridge converter topology described by the parameters given
in table I has been simulated with the control system shown
in figure 3. The MTPA optimization is performed for a torque
demand variation T [1pu, 1pu] for the PWM and QSW
modes. In the former, harmonic injection PWM (HIPWM)
is considered with the fundamental and the third harmonic
voltages.

Figure 5 (a) to (d) present the HIPWM mode MTPA optimal

variation of the fundamental and the third harmonic d-axis/qaxis voltages for a variable torque demand. Figure 5 (c) and
(d) present the QSW mode fundamental d-axis/q-axis voltages
for a variable torque demand. The corresponding and
associated with the QSW fundamental voltages are shown in
figure 5 (g) and (h) respectively.
By comparison of figures 5 (a), (b) and (e), (f), it can be
observed that the QSW mode yields a higher fundamental
voltage and hence has a higher DC-link voltage utilization.
However, at high speeds, the maximum torque production capability of the QSW mode is limited at a lower value compared
with the HIPWM mode. The third harmonic is controllable
in HIPWM mode and hence achieves a higher maximum
torque capability compared with QSW mode. Figures 5 (g) and
(h) reveal that the operation above the base-speed 10000rpm
yields = 0 and torque control is achieved by the variation
of . This represents field-weakening operation. During the
operation below the base-speed 10000rpm, the and values

1905

v1

Operating point 9 - HIPWM mode

iph ,1[A]

200

Torque

v1

2
0

iph ,1[A]

4
(c) Time [ms]

100

6 0

100

100

4
(d) Time [ms]

Operating point 9 - QSW mode

Torque

100

100
0

[V] and

200

v1

(e) Time [ms]

Phase voltage
(switch average in PWM mode)

Phase current

Motor torque (Te) [Nm]

Torque

100

[V] and

15

10
(b) Time [ms]

Operating point 6 - QSW mode

200

Torque

v1

100

Motor torque (Te) [Nm]

Operating point 6 - HIPWM mode

100

iph ,1[A]

15

Motor torque (Te) [Nm]

10
(a) Time [ms]

[V] and

iph ,1[A]

200

Motor torque (Te) [Nm]

Upper IGBT1 losses [W]

100

100

[V] and

Upper IGBT2 losses [W]

10

Lower IGBT1 losses [W]

iph ,1[A]
[V] and

100

Torque

v1

iph ,1[A]

v1

100

[V] and

10

Operating point 3 - QSW mode

200

Lower IGBT2 losses [W]

Torque

Motor torque (Te) [Nm]

Operating point 3 - HIPWM mode

Motor torque (Te) [Nm]

200

60
40
20
0

3 4 5 6 7 8 9
(g) Operating point number

3 4 5 6 7 8 9
(h) Operating point number

3 4 5 6 7 8
(i) Operating point number

3 4 5 6 7 8
(j) Operating point number

60
40
20
0

60
40
20
0

60
40
20
0

(f) Time [ms]

Harmonic injection PWM mode

Total electromagnetic torque

Quasi-square wave (QSW) mode

Fig. 6. Current, voltage and torque waveforms in PWM and QSW modes for the operating points 3, 6 and 9, and H-bridge IGBT power losses comparison
for all the nine operating points given in table II. (a), (c) and (e) PWM mode waveforms and (b), (d) and (f) QSW mode waveforms for operating points 3,
6 and 9. PWM and QSW modes power losses in the (g) upper IGBT-1, (h) upper IGBT-2, (i) lower IGBT-1 and (j) lower IGBT-2.

correspond to the MTPA optimal condition which yield torque

from both the PM and reluctance components.
B. Operating point evaluation:
TABLE II
O PERATING POINTS CONSIDERED IN THE SIMULATION AND THE
CORRESPONDING CONVERTER LOSSES ( PER H- BRIDGE )
Operat
ing point

Speed
[rpm]

Torque
[Nm]

1
2
3
4
5
6
7
8
9

4000
4000
4000
10000
10000
10000
16000
16000
16000

5.1
8.5
11.9
5.1
6.8
8.5
1.7
3.4
5.1

Total loss
HIPWM
mode [W]
107.0
187.7
259.1
110.8
163.8
231.5
61.0
108.0
176.4

Total loss
QSW
mode [W]
50.8
119.4
182.6
87.2
120.7
154.3
37.5
75.2
117.5

Reduction
in losses %
52.5
36.4
29.5
21.3
26.3
33.4
38.5
30.4
33.4

For the evaluation of converter power losses, nine operating

points of interest have been extracted from the simulations.

Table II present the parameters associated with these nine
operating points and the corresponding power losses during
HIPWM and QSW modes of operation. The current, voltage
and torque waveforms in PWM and QSW modes associated
with the operating points 3, 6 and 9 are shown in figures 6
(a), (c) and (e), and (b), (d) and (f) respectively. The simulated
IGBT power losses in one H-bridge module for the nine
operating points are also shown in figures 6 (g) to (j).
It can be observed from figures 6 (a) to (f) that in each operating point the average torque demand is produced accurately
and the controller is operational. The torque production in
HIPWM contains a lower ripple magnitude compared with the
QSW mode. This can be considered as the main undesirable
characteristic in QSW mode. In addition, the high harmonic
content of magnetic flux-densities within the machine in QSW
mode may also cause high electromagnetic losses and remains
to be investigated. Evaluation of the torque quality and the
machine losses are out of scope of this paper and will be

1906

70

60

50

40
0

10

15
(a) Time [mins]

20

25

30

100

80
70
60
50
40
0

10
15
20
25
(b) Time [mins]

30

90
80
70
60
50
40
0

Thermal responce with HIPWM operation during cooling failure

10
15
20
25
(d) Time [mins]

30

Lower IGBT Junction temperature 0C

80

90

100

Lower diode Junction temperature 0C

90

Upper IGBT Junction temperature 0C

Heat-sink Temperature 0C

100

100

Upper diode Junction temperature 0C

110

100

90
80
70
60
50
40
0

25
10
20
15
(c) Time [mins]

30

10
15
20
25
(e) Time [mins]

30

90
80
70
60
50
40
0

Thermal responce with QSW operation during cooling failure

Thermal responce with dual-mode temperature regulation during cooling failure

Fig. 7. Thermal simulation results for the H-bridge module and heat-sink. (a) Heat-sink temperature during PWM mode, QSW mode and hysteresis controlled
mode, and (b)-(e) IGBT junction temperatures in one H-bridge module.

C. Thermal simulation:
The QSW mode loss mitigation capability is considered
for the regulation of converter temperature during a cooling
failure. To investigate this possibility, a thermal model of
the H-bridge converter is simulated with steady-state power
loss information. The H-bridge module thermal model is

Simulated drive speed and torque demand T* profile

Torque demand T* [Nm]

12

16000
Speed [rpm]

presented elsewhere.
It can be observed from figures 6 (g) to (j) that during all
the nine operation points considered, the IGBT losses during
PWM mode operation are higher than that in QSW mode
operation. The IGBT switching and conduction losses are a
function of the commutated current magnitude and the DClink voltage. Hence, high losses can be seen during high torque
conditions where a high current is fed to the motor. Figures 6
(g) to (j) also reveal that the relative difference in overall power
losses in the upper IGBTs are lower than that of the lower
IGBTs during QSW mode operation. This is mainly due the
high duty of the lower IGBTs during one cycle, i.e., the upper
IGBT current commutation occurs only during the positive
and negative voltage pulses while the lower IGBT current
commutation occurs during the zero-voltage free-wheeling
periods in addition to the positive and negative voltage periods.
In QSW mode field-weakening ( = 0) operation, the upper
and lower IGBTs have equal duty and incur similar losses.
However, the total losses remain lower than that of PWM
mode operation. Evaluation of the total losses (as shown in
table II) reveals that a higher level of loss mitigation can be
expected during low-speed low-load conditions, e.g., 52.5%
in operation point 1. At high loads and high speeds, the loss
mitigation is in the neighbourhood of 30%.

10

12000

8
6

8000

Torque

Speed

4000

2
0

5
4
Time [s]

Fig. 8. Cyclic load/speed profile considered in the thermal simulation (one

cycle = 9s).

implemented from manufacturer data [13]. Under normal

operation, the heat-sink is assumed to be equipped with forced
cooling which yields a heat-sink to ambient thermal resistance
Rsa < 0.2K/W. During forced cooling failure, the heatsink is assumed to be designed for a heat-sink to ambient
thermal resistance Rsa 0.4K/W. The thermal response
during a forced cooling failure is simulated with the PM motor
operation with the cyclic load/speed profile shown in figure 8.
This profile incorporates the nine operating points presented
in table II and is repeated in a 30 minute simulation.
Figure 7 (a) present the heat-sink thermal response during
PWM and QSW modes and also with the hysteresis controlled
mode. The hysteresis controlled mode regulates the temperature at a nominal value of 85 0 C by switching between
PWM mode and QSW mode. Figures (b) to (e) present
the junction temperatures of the IGBTs in one H-bridge
module during the temperature regulated operating condition.

1907

The QSW operation is applied only with intermittent duty

due to the hysteresis action. During this mode, the junction
temperatures remain within acceptable limits. The concept of
temperature regulation at an upper boundary by alternating
between the PWM and QSW modes is thus corroborated by
this simulation.
V. C ONCLUSION
Parallel H-bridge per-phase converter topology for faulttolerant PM motors and the converter power losses associated with PWM mode and QSW mode operation have
been investigated in this paper. The capability to regulate
converter temperature during cooling failure by alternating
between these two control strategies have been studied via
simulations. A PM motor operation with PWM mode and
QSW mode are compared for nine operating points of interest.
During all operating conditions, the QSW mode is shown to
achieve lower converter losses at the expense of higher torque
ripple and possible higher electromagnetic losses. Preliminary
simulations show that this loss mitigation in the converter is
mainly in the range of 20% to 35% and around 50% during
low-load/low-speed conditions. This difference in power loss
associated with these two modes of control is utilized for
converter temperature regulation during a converter cooling
failure. Simulations show successful regulation of temperature
by alternating between these two strategies. Future work will
consider experimental validation and further evaluation of
electromagnetic losses associated with the machine in the
QSW mode operation.

[10] P. Chapman, S. Sudhoff, and C. Whitcomb, Multiple reference frame

analysis of non-sinusoidal brushless dc drives, Energy Conversion,
IEEE Transactions on, vol. 14, no. 3, pp. 440 446, sep 1999.
[11] G. Foo and M. Rahman, Sensorless sliding-mode mtpa control of an
ipm synchronous motor drive using a sliding-mode observer and hf
signal injection, Industrial Electronics, IEEE Transactions on, vol. 57,
no. 4, pp. 1270 1278, april 2010.
[12] J. N. Nocedal and S. J. Wright., Numerical Optimization. Prentice Hall,
1999.
[13] SKM200GB063D data sheet, SEMIKRON Elektronik Verwaltungs
GmbH, Nrnberg, Deutschland.

R EFERENCES
[1] A. Mitcham and J. Cullen, Permanent magnet generator options for the
more electric aircraft, Power Electronics, Machines and Drives, 2002.
International Conference on (Conf. Publ. No. 487), pp. 241245, June
2002.
[2] W. Fernando, M. Barnes, and O. Marjanovic, Direct drive permanent
magnet generator fed acdc active rectification and control for moreelectric aircraft engines, IET Electric Power Applications, vol. 5, no. 1,
pp. 1427, 2011.
[3] W. Fernando and M. Barnes, Model based optimization and fault
tolerant control of permanent magnet machines with harmonic injection
pulse width modulation, in Vehicle Power and Propulsion Conference
(VPPC), 2011 IEEE, sept. 2011, pp. 1 6.
[4] W. Fernando, M. Barnes, and O. Marjanovic, Excitation control and
voltage regulation of switched reluctance generators above base speed
operation, in Vehicle Power and Propulsion Conference (VPPC), 2011
IEEE, sept. 2011, pp. 1 6.
[5] S. MacMinn and W. Jones, A very high speed switched-reluctance
starter-generator for aircraft engine applications, in Aerospace and
Electronics Conference, 1989. NAECON 1989., Proceedings of the IEEE
1989 National, May 1989, pp. 1758 1764 vol.4.
[6] H. Ransara and U. Madawala, A new matrix converter based three
phase brushless dc motor drive, in Industrial Electronics (ISIE), 2011
IEEE International Symposium on, june 2011, pp. 89 94.
[7] H. Ransara and U. Madawala, A low cost brushless dc motor drive,
in Industrial Electronics and Applications (ICIEA), 2011 6th IEEE
Conference on, june 2011, pp. 2723 2728.
[8] H. Ransara and U. Madawala, A low cost drive for three-phase
operation of brushless dc motors, in IECON 2011 - 37th Annual
Conference on IEEE Industrial Electronics Society, nov. 2011, pp. 1692
1697.
[9] C. Luongo, P. Masson, T. Nam, D. Mavris, H. Kim, G. Brown, M. Waters, and D. Hall, Next generation more-electric aircraft: A potential
application for hts superconductors, Applied Superconductivity, IEEE
Transactions on, vol. 19, no. 3, pp. 1055 1068, june 2009.

1908