Journal of Power Electronics, Vol. 17, No. 5, pp.

1223-1230, September 2017 1223

https://doi.org/10.6113/JPE.2017.17.5.1223
JPE 17-5-10 ISSN(Print): 1598-2092 / ISSN(Online): 2093-4718

Torque Ripple Reduction of an Interior PM

Synchronous Motor by Compensating Harmonic
Currents Based on Flux Linkage Harmonics
Myung Joon Nam*, Jong Hyun Kim*, Kwan-Yuhl Cho†, Hag-Wone Kim*, and Younghoon Cho**
*,†
Department of Control and Instrumentation Engineering, Korea University of Transportation, Chungju, Korea
**
Department of Electrical Engineering, Konkuk University, Seoul, Korea

Abstract
The back emf harmonics of a permanent magnet (PM) synchronous motor is a major source of torque ripple. For torque
control applications including column fitted MDPS (motor driven power steering) systems, it is essential to reduce the
mechanical vibrations due to torque ripples at low speeds. In this paper, a torque ripple reduction algorithm for interior PM
synchronous motors is proposed. The harmonic currents that cancel the 6th order torque harmonic are added to the nominal dq
currents for MTPA (maximum torque per ampere) operation. The compensated harmonic currents are derived from flux linkage
harmonics based on a FFT analysis of the back emf harmonics. Simulation and experimental results verify that the 6th order
torque harmonic and THD of the torque ripple are reduced by compensating the dq harmonic currents.

Key words: Back emf harmonics, Flux linkage harmonics, MDPS, PMSM, Torque ripple

directly attached below the steering handle. Mechanical

I. INTRODUCTION
vibrations are mainly generated by the torque ripples of the
For energy savings and the reduction of CO2 emissions, PM synchronous motor so that reducing the torque ripples is
electric vehicles and hybrid electric vehicles are an issue essential, especially in the applications of torque control such
nowadays. In addition, some hydraulic controlled mechanical as MDPS and in the main traction of electric vehicles. The
systems have been replaced by electric motor driven systems, sources of torque ripples in PM synchronous motors are the
such as power steering and brake systems. Compared with cogging torque, the offset of the current sensors, the
hydraulic power steering system, MDPS (motor driven power resolution of the rotor position sensors, and the interaction of
steering) has shown better fuel efficiency and better steering the back emf harmonics and the distorted current waveforms
feeling in addition to being more environment friendly due to dead-time and back emf harmonics. Many techniques
offering more space in the engine compartment due to the have been presented to reduce torque ripples [3]-[17], and
reduced components [1], [2]. In small and middle size they can be categorized into two approaches. These
vehicles, a column fitted type is normally used, where the approaches are the motor structure approach and the motor
electric motor is mounted on the steering column. In MDPS control approach. The motor structure approach focuses on
systems, the high torque capability, low torque pulsations, cogging torque reduction by the skewed rotor, the fractional
and energy efficiency are the key factors. Therefore, brushed slots, increasing the air-gap, adding notches in the surface of
DC motors have been replaced by PM synchronous motors. stator, and optimization of the stator teeth shape [3]-[5]. The
In column fitted MDPS systems, very low mechanical motor control approach deals with sensors for detecting the
vibrations are required since the motors of such systems are current and rotor position, current waveforms, and back emf
Manuscript received May 2, 2017; accepted Jun. 11, 2017
harmonics. The offset of the measured currents in the current
Recommended for publication by Associate Editor Kwang-Woon Lee. sensors makes torque ripples with the fundamental frequency,
†
Corresponding Author: [email protected] which can be removed by current offset compensation and
Tel: +82-43-841-5329, Fax: +82-43-841-5320, Korea Nat’l Univ. of Transportation
*
Department of Control & Instrumentation Engineering, Korea National
current sensor calibration [6]. In [7], an offset current
University of Transportation, Korea compensation to reduce the phase currents distortion caused
**
Department of Electrical Engineering, Konkuk University, Korea by switching device voltage drops and dead time is presented.
© 2017 KIPE
1224 Journal of Power Electronics, Vol. 17, No. 5, September 2017

Even though the phase currents are sinusoidal and without harmonics are derived from a FFT analysis of back emf
distortion, torque ripple may be generated by the back emf waveforms. The compensation dq currents that cancel the 6th
harmonics. order torque ripples are calculated from the nominal dq
The major source of torque ripples in PM synchronous currents of MTPA operation and the magnet flux harmonics.
motor is the mutual interaction between the back emf Simulation and experimental results verify the effectiveness
harmonics and the stator currents. To reduce the torque of the proposed algorithm.
ripples due to back emf harmonics, the cancellation of
selected torque harmonics with an extra harmonic current
injection to the current reference has been suggested [8]-[17]. II. TORQUE RIPPLE REDUCTION OF IPMSM WITH
The dominant torque harmonics due to back emf harmonics HARMONIC CURRENTS COMPENSATION
are the 6th and 12th order components. As a result, a A. Modeling of a PMSM with Flux Linkage Harmonics
compensating current with the 6th and 12th harmonics is added
The voltage equation of a PM synchronous motor in the abc
to the current reference. Compensating harmonic currents can
frame can be expressed as (1), where vabc and iabc are the stator
be derived from a nonlinear analysis of magnet saturation [8],
voltages and stator currents, respectively, and rs and Ls denote
and the measured torque ripples from torque sensors [9].
the phase resistances and phase inductances, respectively.
These methods have been applied to surface mounted PM d d d
synchronous motors using only q-axis current compensation, vabc  rs iabc  abc  rs iabc  ( Ls iabc )  abcf (1)
dt dt dt
and they need to measure the torque ripples from torque λabc is the total stator flux linkages, which consist of the stator
sensors. flux generated by the stator currents and the magnet flux of the
Various current control schemes based on direct torque rotor. The magnet flux, φabcf, has harmonic components due to
control including repetitive control, predictive control and
a non-sinusoidal flux distribution and the harmonic
resonant control for torque ripple reduction have been
components can be expressed by the magnitude and the phase
presented [11]-[17]. The repetitive current control was
difference to the fundamental component as given in (2).
presented to overcome the high frequency bandwidth of the 
current control to track the high frequency harmonic current af   fk cos(k r   k )
k 1 (2)
reference for reducing the torque ripples due to back emf
  f cos r   f 2 cos(2 r   2 )   f 3 cos(3 r   3 )  
harmonics [11], [12]. The repetitive controllers require a
more complex tuning process even though only the q-axis The back emf of the stator windings generated by the
current is compensated in surface mounted PM synchronous permanent magnet is the time derivative of the magnet flux.
motors. The predictive torque control with stator flux Therefore, the back emf of phase a can be expressed as (3).

estimation [13], [14] can reduce the ripples of the torque and d
flux by selecting voltage vectors to reduce the cost function
ean 
dt

af   r k   fk sin(k r   k )
k 1

based on the prediction of the torque and stator flux in the   r  ( f sin  r  2 f 2 sin( 2 r   2 )  3 f 3 sin(3 r   3 )  )
next sampling instant. The torque and flux estimation is based (3)
on the fundamental components of the magnet flux. Fig. 1 shows the phase and line to line back emf waveforms
Therefore, the torque ripple due to the magnet flux harmonics of a PM synchronous motor for a MDPS at 1,000rpm. The PM
cannot be reduced. The model predictive torque control [15] synchronous motor has 8 poles so that the period of one
reduces the torque ripple by estimating the torque ripple due electrical cycle is 15msec at 1,000rpm. Fig. 2 shows a FFT
to back emf harmonics and cogging torque. However, the analysis of the phase back emf. The dominant harmonic
calculation of the cost function is complex and the components are the 5th, 7th, and 11th harmonics, and the other
relationships among the torque ripple, back emf harmonics harmonic components are small. Only the magnitude of the
and dq currents are not analyzed. The resonant controllers harmonic components is needed to derive the THD from the
[16], [17] provide zero steady-state error at harmonic FFT analysis. However, the phase of the harmonic components
frequencies due to the infinite gain in their open-loops. In when compared with the fundamental component as well as the
these resonant controllers, the frequency adaptation is not magnitude of the harmonic components should be considered
easy due to the requirement for variable sampling in variable to analyze the torque ripple. The phase for the dominant
speed drives. In addition, they considered only surface harmonic components are marked as blue colored circles in Fig.
mounted PM synchronous motor. As a result, complicated 3(b). The phases of the 7th and the 11th harmonics are 0.3deg
modifications may be required for the case of an interior PM and 5.1deg, respectively. They are nearly in phase with the
synchronous motor. fundamental component. However, the 5th harmonic has a
In this paper, torque ripple reduction for an interior PM phase leading of 160.8deg. Measuring the magnet flux
synchronous motor by compensating harmonic currents based harmonics is difficult. However, they can be obtained from a
on the magnet flux harmonics is presented. The magnet flux FFT analysis of the back emf harmonics as shown in Fig. 2.
 Torque Ripple Reduction of an Interior PM Synchronous Motor by … 1225

Fig. 1. Phase and line to line back emfs. (a) Magnitude.

The voltage equation in the abc frame with the magnet flux
harmonics of (1) can be transformed to the dq voltage equation
in the rotor reference frame as (4).
d
vd  rs id  d   r q
dt
d
 rs id  Ld id   r Lq iq   r qf _ har
dt
(4)
d
vq  rs iq  q   r d (b) Phase.
dt
Fig. 2. FFT analysis of phase back emf.
d
 rs iq  Lq iq   r Ld id   f  r   r df _ har
dt d-axis and q-axis harmonic currents, respectively.
where λd and λq are the d-axis and q-axis total stator flux id  ido  idh
linkages, respectively. They can be expressed as (5) with dq (8)
iq  iqo  iqh
flux linkage harmonics due to the magnet flux harmonics.
d  Ld id   f  df _ har From (7) and (8), the magnetic torque can be expressed as
(5) (9), and the magnetic torque harmonics can be given as (10).
q  Lq iq  qf _ har
In the magnetic torque harmonics, the product of the dq flux
1 d linkage harmonics and the dq harmonic currents are relatively
df _ har  df _ har   
 r dt qf _ har small and can be neglected. Therefore, the compensating
 5 f 5 cos(6 r   5 )  7 f 7 cos(6 r   7 ) q-axis harmonic current can be derived as (11). The q-axis
 11 f 11 cos(12 r  11 )  13 f 13 cos(12 r  13 ) harmonic current that cancels the magnetic torque harmonics
(6) depends on the flux linkage harmonics and the dq nominal
1 d
qf _ har  qf _ har   df _ har
r dt currents.
 5 f 5 sin(6 r   5 )  7 f 7 sin(6 r   7 ) Tmag 
3P
4
( f  df _ har )(iqo  iqh )  qf _ har (ido  idh ) (9)
 11 f 11 sin(12 r  11 )  13 f 13 sin(12 r  13 )
The torque of an interior PM synchronous motor including
Tmag _ har 
3P
 f iqh  df _ har iqo  df _ har iqh  qf _ har ido  qf _ har idh 
4
the flux linkage harmonics can be derived as (7). It is noted
that the generated torque has both the 6th and 12th order torque

3P
 f iqh  df _ har iqo  qf _ har ido   0
4
harmonics caused by the flux linkage harmonics. (10)
3 P  df _ har iqo  qf _ har ido
Te   (d iq  q id ) iqh  (11)
2 2 f
(7)
  ( f  df _ har )iq  qf _ har id    ( Ld  Lq )id iq
3 P 3 P The reluctance torque with dq harmonic currents can be
2 2 2 2 given as (12) from (7) and (8). Similar to the magnetic torque
harmonics cancellation, the reluctance torque harmonics can
B. Compensated Currents for Canceling Torque
be given as (13) and the d-axis harmonic current can be
Harmonics
derived as (14). The d-axis harmonic current that cancels the
The constant dq currents generate torque ripples by the reluctance torque harmonics depends on the dq nominal
interaction with the flux linkage harmonics as given in (7). In currents and the q-axis harmonic current of (11).
this paper, the compensating dq harmonic currents to reduce 3P 3P
the selected torque harmonics are added to the nominal dq Trel  ( Ld  Lq )id iq  ( Ld  Lq )(ido  idh )(iqo  iqh ) (12)
4 4
reference currents of the MTPA operation for a given 3P
Trel _ har  ( Ld  Lq )(iqo idh  ido iqh  idh iqh )
reference torque. Let the dq reference currents consist of the 4
(13)
nominal dq currents idqo and the compensating dq harmonic 3P
 ( Ld  Lq )(iqo idh  ido iqh )  0
currents as (8), where idh_har and iqh_har are the compensating 4
1226 Journal of Power Electronics, Vol. 17, No. 5, September 2017

TABLE I
PARAMETERS OF A PM SYNCHRONOUS MOTOR
Parameters Value
Number of stator teeth 12
Number of poles (P) 8
Rated torque (Te) 5.1Nm
Phase resistance (rs) 14.0 mΩ
d-axis inductance (Ld) 52.0 uH
q-axis inductance (Lq) 59.0 uH
Back emf constant (φf) 8.036 mVsec
Fig. 4. dq flux linkages due to permanent magnet.

Fig. 3. Torque control of PMSM with harmonic currents

compensation.
ido
idh    iqh (14)
iqo

III. SIMULATION AND EXPERIMENTAL RESULTS

The interior PM synchronous motor used in this paper has
12 stator teeth and 8 poles in the rotor as shown in Table I.
The rated current is 85Arms for a rated torque of 5.1Nm, and
the stator resistances and back emf constant are very small Fig. 5. Simulation results of torque and dq currents of conventional
control at 60rpm.
since a 12V battery is used as the DC link capacitor.
Fig. 3 shows a block diagram of the proposed torque ripple
is zero and it includes the 12th order harmonics.
reduction algorithm. The torque reference generates the dq
Fig. 5 shows simulation results of the torque ripple and dq
nominal reference currents for MTPA operation. The
currents of the conventional control at 60rpm. The nominal
compensating dq harmonic currents come from the dq flux
dq currents are -17A and 105A for MTPA operation at a
linkage harmonics of (6), (11), and (14). The dq reference
5.1Nm load, respectively. The peak to peak value of the
currents consist of the dq nominal currents and dq harmonic
torque ripple is 0.12Nm, which is 2.4% of the rated load. In
currents that cancel the torque ripples caused by the flux
addition, the phase of the torque ripple is almost coincided
linkage harmonics. In MDPS applications, mechanical
vibration is serious at low speeds. Therefore, the test is with cosθr. The torque harmonic components obtained by a
performed at 60rpm. The electrical frequency for the 6th and FFT analysis are shown in Fig. 6. The 6th and 12th order
12th order harmonic currents are 24Hz and 48Hz, respectively. harmonics are 1.16% and 0.17%, respectively. The 6th order
The bandwidth of the PI current controller in this type of harmonic is dominant, and the THD of the torque harmonics
application is commonly 300Hz ~ 400Hz for the stability of to the average torque is 1.21%.
the current controller. Therefore, the 12th harmonic currents Fig. 7 shows the dq harmonic reference currents to reduce
have a phase delay to the reference currents. In addition, the the 6th order torque harmonic. The dq harmonic reference
6th order torque harmonic is relatively larger than the 12th currents are derived from (11) and (14), and the amplitude of
torque harmonic. As a result, only the 6th order harmonic the q-axis harmonic reference current is 1.2A. Fig. 8 shows
currents are compensated with the reference currents. simulation results of the torque ripple and dq currents of the
Fig. 4 shows the dq flux linkage harmonics at 60rpm proposed control with harmonic currents compensation at
derived from the measured back emf harmonics. The d-axis 60rpm. A FFT analysis of the torque ripple is shown in Fig. 9.
nominal flux linkage is 8.036mWb. In addition, the 6th order The dq current is the sum of the nominal dq reference
harmonic is dominant and its magnitude is 0.093mWb. On currents and the dq harmonic currents to cancel the 6th order
the other hand, the average of the q-axis nominal flux linkage torque harmonic. As shown in Fig. 8 and Fig. 9, the 6th order
 Torque Ripple Reduction of an Interior PM Synchronous Motor by … 1227

Fig. 6. FFT analysis of the torque ripples of the conventional Fig. 9. FFT analysis of the torque ripples of the proposed control.
control.

Fig. 10. Experimental setup.

Fig. 7. Compensating dq harmonic reference currents.

Fig. 8. Simulation results of the torque and dq currents of the

proposed control at 60rpm.
Fig. 11. Experimental results of the torque and dq currents of the
torque harmonic is reduced to 0.18% from the 1.18% of the conventional control at 60rpm.
conventional control by compensating the dq harmonic
currents. The THD of the torque ripple to the average torque
is also reduced to 0.39% from 1.21%. The 12th order torque
harmonic is not reduced since the 12th order harmonic
reference current is not compensated.
Fig. 10 shows the experimental setup of the dynamo set.
The torque ripple reduction algorithm is implemented by a
TMS320F28335. The current control frequency is 10kHz and
the bandwidth of the current control is 300Hz. Fig. 11 shows
experimental results of the dq currents and torque ripple of
the conventional control at 60rpm. The torque harmonic Fig. 12. FFT analysis of the torque ripples of the conventional
components by a FFT analysis are also shown in Fig. 12. The control at 60rpm.
1228 Journal of Power Electronics, Vol. 17, No. 5, September 2017

Fig. 13. Compensating the dq harmonic reference currents.

Fig. 14. dq currents and phase a current at 60rpm.

Fig. 15. Experimental results of the torque and dq currents of the
proposed control at 60rpm.
nominal dq currents are -17A and 106A for MTPA operation
at a 5.1Nm load, respectively. The peak to peak value of the
torque ripple is 0.17Nm, which is 3.3% of the rated load. The
6th order harmonic is 0.98%, the other harmonic components
are lower than 0.2%, and the THD of the torque ripple is
1.07%.
Fig. 13 shows the dq harmonic reference currents to
reduce the 6th order torque harmonic, where the amplitude of
the dq harmonic reference currents are 0.25A and 1.3A,
respectively. Fig. 14 shows the dq currents and phase current.
The average dq currents are -17A and 106A, respectively,
and the lead angle of the phase current for MTPA operation is Fig. 16. FFT of torque ripple of proposed control at 60rpm.
9.0deg.
Fig. 15 shows the experimental results of the dq currents
and torque ripple of the proposed control at 60rpm, while the
torque harmonic components are shown in Fig. 16. The 6th
order torque harmonic is reduced to 0.32% from 0.98% and
the THD of the torque ripple is also reduced to 0.45% from
1.07%. Compared with the conventional control, it can be
(a) Conventional control.
seen that the 6th order torque harmonic and THD are
significantly reduced by compensating the dq harmonic
currents.
Fig. 17 shows the torque ripples of the conventional
control and proposed control at 30rpm, while similar
waveforms at 90rpm are shown in Fig. 18. Fig. 19 shows the
6th order torque harmonics for the conventional and proposed
control at 30rpm, 60rpm, and 90rpm. As shown in Fig. 19, (b) Proposed control.
the 6th order torque harmonics are reduced at 30rpm and Fig. 17. Torque ripples at 30rpm.
60rpm by the harmonic currents compensation. The reduction
of the 6th order torque harmonics at 90rpm is not effective noted that the torque harmonics at 90rpm can be reduced by
enough since the harmonic currents are not fully compensated increasing the bandwidth of the current controller if the
by the limit on the bandwidth of the current controller. It is stability of the current control is guaranteed.
 Torque Ripple Reduction of an Interior PM Synchronous Motor by … 1229

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interior PM synchronous motors used in MDPS is proposed. [10] M. J. Nam, J. H. Kim, K. Y. Cho, and H. W. Kim, “Torque
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[13] M. Siami, D. A. Khaburi, and J. Rodriguez, “Torque ripple
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in Energy Technology” of the Korea Institute of Energy parameter mismatch,” IEEE Trans. Power Electron., Vol.
Technology Evaluation and Planning (KETEP), granted 32, No. 9, pp. 7160-7168, Sep. 2017.
financial resource from the Ministry of Trade, Industry & [14] H. Zhu, X. Xiao, and Y. Li, “Torque ripple reduction of
Energy, Republic of Korea. (No. 20164030201100) torque predictive control scheme for permanent-magnet
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[1] A. W. Burton, “Innovation drivers for electric power assisted predictive torque control for torque ripple compensation in
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1230 Journal of Power Electronics, Vol. 17, No. 5, September 2017

63, No. 7, pp. 4584-4592, Jul. 2016. Kwan-Yuhl Cho received his B.S. degree in
[16] A. G. Yepes, F. D. Freijedo, P. F. Comesana, J. Malvar, O. Electrical Engineering from Seoul National
Lopez, and J. D. Gandoy, “Torque ripple minimization in University, Seoul, Korea, in 1986; and his M.S.
and Ph.D. degrees in Electrical and Electronics
surface-mounted PM drives by means of PI + multi-resonant
Engineering from the Korea Advanced
controller in synchronous reference frame,” in 36th Annual Institute of Science and Technology (KAIST),
Conference on Industrial Electronics Society (IECON), pp. Daejeon, Korea, in 1988 and 1993,
1017-1022, 2010. respectively. From 1993 to 2004, He worked
[17] M. F. Iacchetti, G. D. Marquez, and R. Perini, “Torque at LG Electronics, Digital Appliance Research Lab., Seoul, Korea.
ripple reduction in a DFIG-DC system by resonant current Since 2004, he has been with the Department of Control and
controllers,” IEEE Trans. Power Electron., Vol. 30, No. 8, Instrumentation Engineering at the Korea National University of
pp. 4244-4254, Aug. 2015. Transportation, Chungju, Korea. His current research interests
include variable speed motor drives and power converters.

Hag-Wone Kim received his B.S. degree in

Electrical Engineering from Korea University,
Seoul, Korea, in 1989; and his M.S. and Ph.D.
degrees in Electrical and Electronics
Myung Joon Nam received his B.S. and M.S. Engineering from the Korea Advanced
degrees in Control and Instrumentation Institute of Science and Technology (KAIST),
Engineering from the Korea National Daejeon, Korea, in 1991 and 2004,
University of Transportation, Chungju, Korea, respectively. From 1991 to 2008, he worked
in 2014 and 2016, respectively. Since 2016, he at LG Electronics, Digital Appliance Research Lab., Seoul,
has been with VCTech, Korea. His current Korea. Since 2008, he has been with the Department of Control
research interests include variable speed motor and Instrumentation Engineering at the Korea National
drives and power converters. He is a member University of Transportation, Chungju, Korea. His current
of the Korean Institute of Power Electronics (KIPE). research interests include variable speed motor drives and power
converters. He is the Editor in Chief in the Korean Institute of
Power Electronics (KIPE) and a member of the Institute of
Electrical and Electronics Engineers (IEEE).

Younghoon Cho was born in Seoul, Korea,

in 1980. He received his Ph.D. degree in
Electrical Engineering from the Virginia
Jong Hyun Kim received his B.S. and M.S. Polytechnic Institute and State University,
degrees in Control and Instrumentation Blacksburg, VA, USA. From 2004 to 2009,
Engineering from the Korea National he was an Assistant Research Engineer at the
University of Transportation, Chungju, Korea, Hyundai MOBIS R&D Center, Yongin,
in 2013 and 2015, respectively. Since 2015, he Korea. He is presently working as an
has been with Green Power, Korea. His Associate Professor in the Department of Electrical Engineering,
current research interests include variable Konkuk University, Seoul, Korea. His current research interests
speed motor drives and power converters. He include power electronic circuits and control in vehicle and grid
is a member of the Korean Institute of Power Electronics (KIPE). applications.