IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 55, NO.

1, JANUARY 2008 251

Torque Ripple and EMI Noise Minimization in
PMSM Using Active Filter Topology and
Field-Oriented Control
Kayhan Gulez, Member, IEEE, Ali Ahmed Adam, and Halit Pastaci
AbstractThis paper proposes an active lter (AF) topology
to reduce the torque ripple and harmonic noises in a
permanent-magnet synchronous motor. The topology consists
of an insulated-gate bipolar transistor AF and two resistance
inductancecapacitance high-pass electromagnetic interference
(EMI) noise lters, i.e., one in the primary and the other in
the secondary circuit of the coupling 1 : 1 transformer. The AF
is characterized by detecting the harmonics in the motor phase
voltages by comparing the measured phase values with the ref-
erence voltages generated as a function of the motor parameters
and control setting values under eld-oriented control. The AF
uses the hysteresis voltage control method, while the motor main
circuit uses the hysteresis current control method; thus, the two
control methods independently work together to provide an almost
sinusoidal voltage to the motor windings. The simulation results
show total harmonic distortion drops of greater than 13% with
EMI noise damping down to 10 dB as well as considerable
reduction in torque ripple.
Index TermsActive power lter, electromagnetic interference
(EMI), permanent-magnet synchronous motor (PMSM), rotor
reference frame, torque ripple, voltage harmonic.
I. INTRODUCTION
V
ECTOR control with hysteresis controllers provides a
very simple method to control the speed and torque of a
permanent-magnet synchronous motor (PMSM). It is desirable
that the voltages and currents provided to the motor terminals
do not include harmonic components; in other words, they are
perfect sine waves. However, various harmonic components are
contained in the motor windings due to many causes, such as
structural imperfectness of the motor, harmonics in the control
systemassociated with measurement noises, switching harmon-
ics, and harmonic voltages supplied by the power inverter,
which constitute the major source of unavoidable harmonics
in PMSM especially when the sampling period is greater than
100 s. These harmonics cause many unwanted phenomena,
such as electromagnetic interference (EMI) noise, which affects
the motor control system and the torque ripple, which then
provides mechanical vibrations and acoustic noise.
Manuscript received March 3, 2005; revised September 21, 2007.
K. Gulez and H. Pastaci are with the Department of Electrical Engineering,
ElectricalElectronic Faculty, Yildiz Technical University, Istanbul 34349,
Turkey (e-mail: gulez@yildiz.edu.tr; hpastaci@yildiz.edu.tr).
A. A. Adam was with the Department of Electrical Engineering,
ElectricalElectronic Faculty, Yildiz Technical University, Istanbul 34349,
Turkey. He is now with the Faculty of Engineering Science, Omdurman Islamic
University, Omdurman, Sudan (e-mail: aliadam999@yahoo.com).
Digital Object Identier 10.1109/TIE.2007.896295
Recently, many researchers have tried to reduce the torque
ripple and harmonics in PMSM. Yilmaz et al. [1] presented
an inverter output lter topology for pulsewidth modulation
(PWM) motor drives to reduce the harmonics of PMSM. The
proposed lter by Yilmaz et al. is composed of a conventional
RLC lter cascaded with an LC trap lter tuned to the in-
verter line frequency. The scheme shows some effectiveness in
reducing the switching harmonics; however, it requires tuning
to adjust the trap lter for the switching frequency, and that
the voltage harmonics are still high. Harrori et al. [2] and
Kim et al. [3] have proposed a suppression control method of
the motor frame vibration and the rotational speed vibration of
PMSM by utilizing feedforward compensation control with a
generation of compensation signals to suppress the harmonic
contents in the dq control signals by repetitive control and
Fourier transform. However, their work has nothing to do with
the switching harmonics and voltage harmonics provided by
the PWM inverter that supplies the motor. Many researchers
[4][6] have addressed the active lter (AF) design to re-
duce or compensate harmonics in the supply side by injecting
harmonics into the line current, which has no effect on the
current supplying the load. Degober et al. [7] have proposed
an approach to minimize the torque ripple of the surface-
mounted PMSM caused by back electromotive force (EMF)
harmonics. The approach used self-tuning multiple-frequency
resonant controllers in the Concordia reference frame with good
results. However, the coefcients of the resonant controller
should be reevaluated according to the rotor speed while the
motor operates, and the excitation current waveforms should be
predetermined according to the commanded torque and rotor
position. Stamenkovic et al. [8] have provided a model that
can identify the torque ripple experienced with PMSM based
on measurement performed on a typical PMSM. They provided
results suitable for designing active and passive torque ripple
compensation. Gasc et al. [9] have proposed an approach to
reduce the ripple torque without position sensor. The scheme
utilizes a reduced-order torque observer and a Kalman lter.
The scheme provided good results. However, accurate speed,
currents, and line voltages are necessary to dene the position
and load torque for the observer operations. Yun et al. [10]
have proposed a variable step-size normalized iterative learn-
ing control (VSS-NILC) scheme to reduce the periodic
torque ripple. The VSS-NILC is combined with the existing
proportional-integral current controller to minimize the mean
square torque error. The provided simulation results show some
improvements in minimizing the torque ripple. In [11][19], a
0278-0046/$25.00 2008 IEEE
252 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 55, NO. 1, JANUARY 2008
modication in the control algorithmand/or voltage modulation
has been carried to overcome the torque ripple problem. In
[11] and [12], complicated and expensive multilevel inverters
have been used to reduce the torque ripple and the xing
switching frequency. In [13], a smooth torque has been obtained
by repetitive control techniques to the current control in a
eld-oriented PMSM drive. In [14], a method to reduce the
commutation torque ripple in a sensorless motor drive has been
developed. The developed method measures the commutation
interval from the terminal voltage of the motor and calculates
the required PWM duty ratio to suppress the commutation
torque ripple. In [15], switching techniques, which insert zero-
voltage vectors and/or more nonzero-voltage vectors to the
conventional switching table, for ac drives with direct torque
control, have been achieved. In [16], an approach called con-
duction angle control has been proposed to minimize the torque
ripple in a doubly salient PMSM. In [17] and [18], space vector
modulation has been used to reduce the torque ripple with good
results. In [19], a new direct torque control algorithm for the in-
terior PMSM has been proposed to improve the performance of
hysteresis direct torque control (HDTC). The algorithmuses the
output of the two hysteresis controllers used in the traditional
HDTC to determine two adjacent active vectors. It also uses the
magnitude of the torque error and stator ux linkage position
to select the switching time from the suggested table structure
to reduce the complexity of calculation. The simulation results
show adequate dynamic torque performance and considerable
torque ripple reduction. However, the hardware requirement is
relatively expensive.
In this paper, we propose a lter topology to reduce the
torque ripple and harmonic noises in a PMSM controlled by
eld-oriented control (FOC) with current hysteresis controllers.
The lter topology consists of an insulated-gate bipolar tran-
sistor AF and two RLC lters, i.e., one in the primary circuit
and the other in the secondary circuit of a coupling transformer.
The AF is characterized by detecting the harmonics in the
motor phase voltages and uses the hysteresis voltage control
method to provide an almost sinusoidal voltage to the motor
windings.
II. PROPOSED FILTER TOPOLOGY
When the PMSM is controlled by FOC with hysteresis
current controllers, the motor line currents are controlled to
oscillate within a predened hysteresis band. Fig. 1 shows the
current waveform and the associated inverter output voltage
switching.
In the gure, the inverter changes state at the end of a
sampling period only when the actual line current increases or
decreases beyond the hysteresis band, which results in a high
ripple current full of harmonic components.
To reduce the severity of this ripple, two methods can be
mentioned. The rst method is to reduce the sampling period,
which implies very fast switching elements. The second method
is to affect the voltage provided to the motor terminals in such
a way as to almost follow a sinusoidal reference guide. The last
method is adopted here. On that account, the AF topology, as
Fig. 1. Current waveform and associated inverter voltage switching of the
FOC equipped with hysteresis current controllers.
Fig. 2. Basic structure of the proposed lter topology.
shown in Fig. 2, is used to affect the inverter voltage waveform
to follow the required signal voltage as in Fig. 1.
Fig. 2 shows a schematic of the basic structure of the pro-
posed lter topology, including the AF, coupling transformer,
RLC lters, and block diagram of the AF control circuit.
In Fig. 2, V
sig
is the desired voltage to be injected in order to
obtain a sinusoidal voltage at the motor terminals, and V
AF
is
the measured output voltage of the AF. V
AF
is subtracted from
V
sig
and passed to the hysteresis controller in order to generate
the required switching signal to the AF. The AF storage
capacitor C
F
, which operates as the voltage source, should
carefully be selected to hold up to the motor line voltage. The
smoothing inductance L
F
should be large enough to obtain an
almost sinusoidal voltage at the motor terminals. The reference
sinusoidal voltage V

, which should be in phase with the main
inverter output voltage V
inv
, is calculated using the information
of the motor variables.
The proposed lter topology consists of three parts, i.e.,
one is the voltage reference circuit based on the space vector
GULEZ et al.: TORQUE RIPPLE AND EMI NOISE MINIMIZATION IN PMSM USING AF TOPOLOGY AND FOC 253
calculation, another is the AF part, and the other is the coupling
part, which consists of a 1 : 1 transformer and two RLC lters.
In the coming sections, rst, the operating principle of the
voltage reference control circuit will be explained, then, the
two other parts will follow.
A. Voltage Reference Signal Generator
The effectiveness of the AF is mainly dened by the algo-
rithm that is used to generate the reference signals required by
the control system. These reference signals must allow current
and voltage compensation with minimum time delay. In this
paper, the method used to generate the voltage reference signals
is related to the control algorithm of the motor, which uses the
motor model in the rotor dq reference frame and the rotor FOC
principles with monitored rotor position/speed and monitored
phase currents. The motor model in this synchronously rotating
reference frame is given by
_
v
sd
v
sq
_
=
_
R + pL
sd
P
r
L
sq
P
r
L
sd
R + pL
sq
_ _
i
sd
i
sq
_
+
_
0
e
B
_
(1)
T
e
=
3
2
P (
F
i
sq
+ (L
sd
L
sq
)i
sd
i
sq
)) (2)
where
v
sd
, v
sq
d-axis and q-axis stator voltages;
i
sd
, i
sq
d-axis and q-axis stator currents;
R stator winding resistance;
L
sd
, L
sq
d-axis and q-axis stator inductances;
p = d/dt, differential operator;
P number of pole pairs of the motor;

r
rotor speed;

F
rotor permanent magnetic ux;
e
B
= P
r

F
, generated back EMF due to
F
;
T
e
generated electromagnetic torque.
Under base speed operation, the speed or torque control
can be achieved by forcing the stator current component i
sd
to be zero while controlling the i
sq
component to be directly
proportional to the motor torque T
e
as
T
e
=
3
2
P
F
i
sq
. (3)
The instantaneous q-axis current can be extracted from (3).
Hence, by setting i
sd
to zero, the instantaneous d- and q-axis
voltages can be calculated from (1) as
V
sd
= P
r
L
sq
i
sq
(4)
V
sq
=Ri
sq
+ pL
sq
i
sq
+ P
r

F
. (5)
Once the values of the d- and q-axis voltage components are
obtained, the Park and Clarke transformation can be used to
obtain the reference sinusoidal voltages as
_
_
v

a
v

b
v

c
_
_
= K
_
_
1 0
1/2

3/2
1/2

3/2
_
_
_
cos sin
sin cos
_ _
V
sd
V
sq
_
(6)
where K is the transformation constant, and is the rotor
position.
Fig. 3. Simplied power circuit of the proposed lter topology.
Fig. 4. Coupling circuit between the AF and the main inverter on one side and
the PMSM on the other side.
B. AF Compensation Circuit
Fig. 3 shows a simplied power circuit of the proposed
topology (the passive RCLlters are not shown). In this circuit,
V
dc
is the voltage of the main inverter circuit, and V

CF
is the
equivalent compensated voltage source of the AF. In order to
generate the required compensation voltages that follow the
voltage signal v
sig
, bearing in mind that the main inverter
changes switching state only when the line current violates the
condition of the hysteresis band and that the capacitor voltage
polarity cannot abruptly change, the switches sw
1
and sw
2
are
controlled within each consecutive voltage switching of the
main inverter to keep the motor winding voltages within the
acceptable hysteresis band.
The motor line current i
m
is controlled within the motor
main control circuit with hysteresis current controller to provide
the required load torque; therefore, two hysteresis controller
systems (i.e., one for voltage and the other for current) are
independently working to supply the motor with an almost
sinusoidal voltage.
In Fig. 3, when the switching signal (e.g., 100) is sent to
the main inverter, i.e., phase a is active high while phases b
and c are active low, then, following the path of the current i
m
in Fig. 3, the voltage provided to the motor terminal can be
expressed as
V
s
=
2
3
_
V
dc
V

CF

3
2
L
F
di
m
dt
_
. (7)
The limit values of the inductor L
F
and capacitor C
F
can be
determined as follows.
254 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 55, NO. 1, JANUARY 2008
TABLE I
MOTOR PARAMETERS
TABLE II
L-TYPE FILTER PARAMETERS
Fig. 5. Motor phase voltage before and after applying the AF.
During a sampling period T
s
, the change in capacitor voltage
can be calculated as
V
CF
=
1
C
F
T
s
_
0
i
m
dt. (8)
So if the maximum capacitor voltage change is determined as
V
dc
, the minimum capacitor value can be calculated as
C
F

_
(n+1)T
s
nT
s
i
m
dt
V dc

T
s
i
mav
V
dc

(9)
where i
mav
is the maximum of the average current change that
can occur per sample period.
The limit values of the smoothing inductance L
F
can be
expressed as
1
(2f
sw
)
2
C
F
< L
F

V
LFmax
3
2
max
_
di
m
dt
_

(10)
where the lower limit is determined by selecting the resonance
frequency of the combination C
F
L
F
to be less than the inverter
switching frequency f
sw
to guarantee reduced switching fre-
quency harmonics. The upper limit is calculated by determining
the maximum voltage drop across the inductors V
LFmax
and the
maximum current change per sampling period di
m
/dt.
Fig. 6. Injected voltage from AF.
Fig. 7. Motor lines current before and after applying the AF.
Fig. 8. Motor torque before and after applying the AF.
C. Coupling
The coupling between the main inverter circuit and the AF
circuit is achieved through a 1 : 1 transformer, and to attenuate
the higher-frequency EMI noises, the LCR lters are used at
the transformer primary and secondary windings, as suggested
in Fig. 4.
The important point here is that the resonance that may arise
between the capacitor C
1
and transformer primary winding and
between the capacitor C
2
and motor inductance winding should
be avoided when selecting capacitor values.
At a selected cutoff frequency, the currents i
CR1
and i
CR2
derived by the RLC lters are given by
i
CR1
=
z
T
z
T
+
_
R
1
+ 1/sC
1
i
m1
i
CR2
=
z
PMSM
z
PMSM
+
_
R
2
+ 1/sC
2
i
m2
(11)
where z
T
and z
PMSM
are as dened in Fig. 4.
GULEZ et al.: TORQUE RIPPLE AND EMI NOISE MINIMIZATION IN PMSM USING AF TOPOLOGY AND FOC 255
Fig. 9. Rotor speed before and after applying AF.
Fig. 10. Phase a current (upper) and its spectrum (lower) before connecting
the AF.
At the selected cutoff frequency, these currents should be
large compared to i
m1
(which is drawn by the transformer)
and/or i
m
(which is drawn by the motor). On the other hand,
at the operating frequency, these currents should be very small
compared to i
m1
and i
m
. Another point in the selection of
the RLC parameters is that the lter inductors are essentially
shorted at the line frequency while the capacitors are open
circuit, and for the EMI noise frequencies, the inductors are
essentially open circuit while the capacitors are essentially
shorted; thus, a considerable amount of EMI noises will pass
through the lter resistors to the earth and cause a frequency-
dependent voltage drop across the inductors that in turn will
help in smoothing the voltage waveform supplying the motor.
Fig. 11. Phase a current (upper) and its spectrum (lower) after connecting
the AF.
III. SIMULATIONS AND RESULTS
To simulate the performance of the proposed lter topology,
Matlab/Simulink was used. The effectiveness of the lter topol-
ogy was shown by providing the lter into operation while the
motor is running.
The PMSM is star connected with earth return. The motor
parameters are shown in Table I, while the passive lter param-
eters are shown in Table II. The AF capacitor that was used is
200 F, and its inductors are 200 mH.
A. Motor Performance
The simulation results with 100-s sampling time are shown
in Figs. 513. Fig. 5 in particular shows the phase voltage
provided to the motor terminals. Observing the change of the
waveform after switching on the AF (at time = 0.15 s) into
the circuit, it is clear that the phase voltage approaches a
sinusoidal waveform. Fig. 6 shows the injected voltage from
the AF. A better waveform can be obtained by increasing the
AF inductance L
F
. However, the cost and size of the AF will
increase, so an acceptable inductance value can be selected to
achieve less than 2% of the total harmonic distortion (THD).
The motor performances before and after applying the AF
are shown in Figs. 79. In Fig. 7, the motor line currents
showconsiderable reduction in noise and harmonic components
after applying the AF, which is reected in a smoother current
waveform.
256 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 55, NO. 1, JANUARY 2008
Fig. 12. EMI noise level before connecting the AF.
Fig. 13. EMI noise level after connecting the AF.
The torque response in Fig. 8 shows a dramatic drop in
torque ripple from 3.2 to 0.2 N m after applying the AF,
which will result in reduced motor mechanical vibration and
acoustic noise. This reduction is also reected in a smoother
speed response, as shown in Fig. 9.
B. Harmonics and EMI Noise Reduction
The status of the line current harmonics and the EMI noise
before and after connecting the AF are shown in Figs. 1013.
In Fig. 10, the spectrum of the line current before connecting
the AF shows that disastrous harmonics currents with THD of
15% have been widely distributed with a dominant harmonics
amplitude of 16% in the range of thirtieth to ftieth harmonic
order. After connecting the AF, the THD is effectively reduced
to less than 1.5% with dominant harmonics amplitude of 1%
in the range greater than the eight harmonic order, as shown in
Fig. 11.
The EMI noise level before connecting the AF in Fig. 12
shows a noise level of 13 dB near the operating frequency,
15 dB at the switching frequency (5 kHz), and less than
42 dB for the highest frequencies (> 0.3 MHz). When
the AF is connected, the EMI noise level is tuned down to
10 dB near the operating frequency, 30 dB at the
switching frequency, and less than 57 dB for the highest
frequencies (> 0.3 MHz), as shown in Fig. 13.
IV. CONCLUSION
In this paper, a new AF topology has been presented and
analyzed. The lter topology combines the compensation char-
acteristics of the series AF and the L-type passive EMI lters.
The proposed topology has been shown to be capable of re-
ducing the torque ripple and current harmonics, and providing
an almost sinusoidal voltage to the motor terminals, which was
reected in a smoother line current waveform. The harmonics
detection method is based on the same logic of the motor
control algorithm without time delay so that accurate reference
signals are expected. The topology has also shown effectiveness
in reducing the EMI noise level that harms the motor control
system.
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Kayhan Gulez (S92M00) was born in Istanbul,
Turkey, in 1970. He received the B.S., M.S., and
Ph.D. degrees from Yildiz Technical University
(YTU), Istanbul, in 1992, 1995, and 1999, respec-
tively, all in electrical engineering.
Between 1994 and 1997, he was a Research
Assistant with the Department of Electrical and
Electronics Engineering, Engineering Faculty, Celal
Bayar University, Manisa, Turkey. In July 1997, he
was with the Department of Electrical Engineering,
Electrical and Electronics Faculty, YTU. Between
1997 and October 1999, he continued to carry out his studies at the same
department. Between October 1999 and November 2002, he was a Re-
search Associate in a JSPS project and other short-term projects with Keio
University, Yokohama, Japan, and with the Tokyo Metropolitan Institute of
Technology, Tokyo, Japan. He is currently with the Department of Electrical
Engineering, YTU, where he has been an Assistant Professor since March
2003. His major research interests are articial neural networks and control
applications; the control of electric machines, control systems, EMC, and
EMI control methods; active, passive, and EMI lter design methods; and
applications for EMI noise and harmonic problems, on which he has over
150 scientic papers and technical reports in various journals and conference
proceedings.
Prof. Gulez was the recipient of three Science Grand Awards from YTU (in
1998, 1999, and 2000), and two Best Paper Awards from the 5th World Multi-
Conference on Systemics, Cybernetics and Informatics, and the Modeling and
Simulation Conference in 2001.
Ali Ahmed Adam received the B.Sc. degree in
electrical engineering from Khartoum University,
Khartoum State, Sudan, in 1991, the M.Sc. de-
gree from Baghdad University, Baghdad, Iraq, in
1997, and the Ph.D. degree in electrical engineering
from Yildiz Technical University, Istanbul, Turkey,
in 2007.
Since 1991, he has been with the Faculty of En-
gineering Science, Omdurman Islamic University,
Omdurman, Sudan, where he is a Lecturer. His main
research interest includes power electronics, control
of electrical machines, digital control, microcontroller- and microprocessor-
impeded systems, and active power lters.
Halit Pastaci was born in Macedonia in 1948. He
received the M.S. degree from Istanbul Technical
University, Istanbul, Turkey, in 1972 and the Ph.D.
degree from Yildiz Technical University (YTU),
Istanbul, in 1980.
From 1981 to 1982, he was with Colombia Uni-
versity, New York, NY, where he carried out his
research activities. Since 1992, he has been with
YTU, where is currently a Full Professor. Between
1994 and 2001, he was a Consultant with the Istanbul
Municipality for the Subway control systems of
Istanbul. He has over 50 papers in various journals and conference proceed-
ings, and is the author of ten books on his study areas. His research areas are
system and biomedical control, neural network and fuzzy logic control and
applications, industrial electronics, and transportation systems.
Prof. Pastaci was an Associate Editor of the IEEE TRANSACTIONS ON
INDUSTRIAL ELECTRONICS between 2000 and 2005.