Implementation and Experimental Investigation of

Sensorless Speed Control with Initial Rotor Position

Estimation for Interior Permanent Magnet Synchronous
Motor Drive
Mohamed Boussak

To cite this version:

Mohamed Boussak. Implementation and Experimental Investigation of Sensorless Speed Con-
trol with Initial Rotor Position Estimation for Interior Permanent Magnet Synchronous Motor
Drive. IEEE Power Electronics, 2005, vol. 20 (n6), pp. 1413-1422. .

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IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 20, NO. 6, NOVEMBER 2005 1413

Implementation and Experimental Investigation

of Sensorless Speed Control With Initial Rotor
Position Estimation for Interior Permanent
Magnet Synchronous Motor Drive
Mohamed Boussak, Member, IEEE

Abstract—In this paper, a new approach to sensorless speed con- Number of pole pairs.
trol and initial rotor position estimation for interior permanent Rotor speed at electrical angle.
magnet synchronous motor (IPMSM) drive is presented. In ro- Rotor position at electrical angle.
tating condition, speed and rotor position estimation of IPMSM
drive are obtained through an extended Kalman filter (EKF) algo- Rotor inertia.
rithm simply by measurement of the stator line voltages and cur- Frictional constant.
rents. The main difficulty in developing an EKF for IPMSM is the Electromagnetic torque.
complexity of the dynamic model expressed in the stationary co- Load torque.
ordinate system. This model is more complex than that of the sur- Control matrix.
face PMSM, because of the asymmetry of the magnetic circuit. The
starting procedure is a problem under sensorless drives, because System state matrix.
no information is available before starting. The initial rotor posi- Partial derivative system matrix.
tion is estimated by a suitable sequence of voltage pulses intermit- Output matrix.
tently applied to the stator windings at standstill and the measure- Kalman filter gain matrix.
ment of the peak current values of the current leads to the rotor State covariance matrix.
position. Magnetic saturation effect on the saliency is used to dis-
tinguish the north magnetic pole from the south. To illustrate our System noise covariance matrix.
work, we present experimental results for an IPMSM obtained on a Measurement noise covariance matrix.
floating point digital signal processor (DSP) TMS320C31/40 MHz Weighting matrix of noise.
based control system. State vector.
Index Terms—Extended Kalman filter (EKF), initial posi- Output vector.
tion estimation, interior permanent magnet synchronous motor Disturbance input and output vectors.
(IPMSM), position and velocity estimation, sensorless drive. Superscripts
Estimate quantities.
NOMENCLATURE Reference quantities.
Transposed matrix.
- and -axis components of stator voltage on ro- Sampling index.
tating frame. Two-axis synchronous frame quantities.
- and -axis stator current on rotating frame. Two-axis stationary frame quantities.
EMF constant.
Torque constant. I. INTRODUCTION
- and -axis stator self inductances.
Leakage inductance.
Component of the self inductance due to space fun-
damental air-gap flux.
R ECENTLY, the development and availability of very high
energy permanent magnet materials has contributed to
an increased use of the permanent magnet synchronous motor
Component of the self inductance due to rotor posi- (PMSM) in high performance variable speed motors in many
tion dependent flux. industrial applications. The inherent advantages of using a
Armature winding resistance. PMSM drive is that it has a high ratio of torque to weight,
Differential operator. high power factor, faster response, rugged construction, easy
maintenance, ease of control and high efficiency.
The high performance speed or position control requires an
Manuscript received March 1, 2004; revised November 19, 2004. This work accurate knowledge of rotor shaft position and velocity in order
was supported by the Agence Nationale pour la Valorization de la Recherche
(ANVAR). Recommended by Associate Editor M. A. Rahman. to synchronize the phase excitation pulses to the rotor position.
The author is with the Ecole Généraliste d’Ingénieurs de Marseille (EGIM), This implies the need for speed or position sensors such as an
Laboratoire de Génie des Systèmes Electriques (LGSE), Equipe Systèmes absolute encoder or a magnetic resolver attached to the shaft of
Mécatroniques (ESM), Technopôle de Château Gombert, Marseille Cedex 20
13451, France (e-mail: [email protected]). the motor. However, in most applications, these sensors present
Digital Object Identifier 10.1109/TPEL.2005.854014 several disadvantages, such as reduced reliability, susceptibility
0885-8993/$20.00 © 2005 IEEE

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1414 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 20, NO. 6, NOVEMBER 2005

to noise, additional cost and weight and increased complexity of

the drive system. The position and velocity sensorless control of
PMSM drive overcome these difficulties.
In recent years, several solutions have been proposed in the
literature for both speed and position sensorless methods for the
IPMSM [1]–[34]. Three basic techniques are reported in the lit-
erature for sensorless rotor position estimation of PMSM drive.
• Techniques based on back-electromotive-force
(back-EMF) estimation [1]–[8].
• Techniques based on state observers [9], [10] and ex-
tended Kalman filters (EKF) [11]–[16].
Fig. 1. Scheme of IPMSM drive system.
• Techniques based on spatial saliency tracking [17]–[34].
Position estimation based on back-EMF techniques estimate
the flux and velocity from the voltage and current, which is es- order to distinguish the north and south pole positions, we use
pecially sensitive to the stator resistance at low speed range. The magnetic saturation effects on the saliency to track the magnet
actual voltage information on the machine terminal can hardly pole polarity.
be detected because of the small back-EMF of the machine and At low and high speed range, the sensorless control of an
the system noise produced by the nonlinear characteristics of IPMSM drive is achieved by EKF algorithm. The measured
the switching devices. The back-EMF methods has good posi- quantities are the line currents for EKF state variables and the
tion estimation in middle and high speed but it fails in the low line voltages for EKF command vector. The voltages feeding
speed region. the motor have pulse width modulation (PWM) waveforms. We
propose to use the fundamental components of the voltages and
The magnitude of back-EMF voltage is proportional to the
currents. The current fundamental components are obtained by
rotor speed, thus at standstill it is impossible to estimate the
analog low pass filtering and the fundamental voltage compo-
initial position. Therefore starting from unknown rotor position
nents are obtained by sensing the digital switching of the in-
may be accompanied by a temporary reverse rotation or may
verter through opto-couplers.
cause a starting failure.
High-performance current regulator with the decoupling of
Because of its ability to perform state estimation for nonlinear the - and -axis and voltage command compensation is also
systems that involve random noise environment, the EKF ap- proposed. The proposed sensorless speed control and initial
pears to be a viable and computationally efficient candidate for rotor position estimation algorithms of IPMSM are imple-
the online estimation of speed and rotor position of an IPMSM mented on a digital signal processor (DSP). The experimental
[11]–[16]. results confirm the effectiveness of the proposed method.
The technique based on spatial saliency tracking using mag-
netic saliency is suitable for zero speed operation and makes it
possible to estimate the initial rotor position without parameter II. IPMSM DRIVE EQUATIONS
influences. For initial rotor position, there are mainly two basic
A. IPMSM Equations
methods based on using pulse signal injection [22]–[25] or si-
nusoidal carrier signal injection [26]–[32]. The control scheme of the proposed IPMSM drive system is
In this paper, sensorless speed control with initial rotor posi- shown in Fig. 1. The orthogonal two-phase frame is fixed
tion estimation of an IPMSM is described. We propose a sen- to the stator windings. The frame shows the synchronously
sorless speed control of IPMSM using magnetic saliency tech- rotating reference frame and the d-axis coincides with the
nique for initial position estimation and EKF for dynamic speed pole of the rotor, and, represents the angle of the rotor position.
and position estimation. The IPMSM is characterized by the fact The model for IPMSM is given as
that its phase inductance varies appreciably in function of the
rotor position and produces a spatial saliency useful for sensor-
(1)
less speed control. For initial rotor position estimation, we use
the technique based on magnetic saliency [22] by applying at a
standstill, rectangular pulse voltage to the phase motor. There- where and .
fore, the initial rotor position at standstill can be estimated by The electromagnetic torque is given as
measurement of the peak current values which depend on the
rotor position. This method still has one problem in the estima-
tion of magnetic pole position at standstill because there are two (2)
stable points.
It is important to distinguish the position from the north The dynamic model of the IPMSM is developed on the basis
magnetic pole, because if the estimated initial rotor position is of some simplifying hypotheses. Thus, saturation and iron
aligned with the south magnetic pole the couple becomes nega- losses are not considered. The back-EMF is assumed to have a
tive and consequently the system will be unstable. Therefore, in sine form, while eddy currents are ignored.

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BOUSSAK: IMPLEMENTATION AND EXPERIMENTAL INVESTIGATION OF SENSORLESS SPEED CONTROL 1415

Fig. 2. Block diagram of the proposed sensorless speed control system.

The dynamic IPMSM nonlinear state equation is written in B. EKF Algorithm

the following fourth order system The EKF is one of the most widely used for tracking and es-
timation for nonlinear systems due to its simplicity, optimality,
trackability and robustness. In order to achieve sensorless con-
trol of the salient-pole IPMSM, EKF is used for the estimation
of the speed and rotor position. The line voltages of the motor
and the load torque are the vector input variable of the system.
The speed and the rotor position are the two magnitudes to be
estimated, and with the motor current they constitute the state
(3) vector. The motor currents will be the only observable magni-
tude that constitute the output vector.
For the implementation of an EKF for sensorless IPMSM
drive, the choice of the two axis reference frame is essential.
The ideal case is to use the rotating reference frame at-
The - and -axis currents cannot be controlled independently
tached to the rotor. This solution is not compatible for IPMSM
by and voltages because of the cross-coupling effects be-
sensorless speed control because the input vector (currents and
tween two axes as shown in (1). For high performance speed
voltages) of the estimator are rotor position dependent. We can
control, - and -axis current regulators with the decoupling
observe that an error of estimation in the initial position of the
feed-forward compensation are proposed in this paper as shown
rotor can have serious repercussions by inducing error in the
in Fig. 2.
progress of the EKF with regard to the real system.
The -axis reference current is set to zero in order to max- We seek to preserve the IPMSM control in the rotor reference
imize the torque-to-current ratio of the IPMSM. The -axis ref- frame. The speed and the position are estimated using only mea-
erence current is obtained from the speed error surements of the stator voltages and currents. The EKF based
through the speed regulator as shown in Fig. 2. The outputs of observers use the motor model with quantities in the fixed refer-
the current regulators gives the reference voltages ence frame attached to the stator frame and are therefore
in the rotating reference frame. In the block diagram of Fig. 2, independent of the rotor position.
the feed-forward terms, and , used for the decoupling con- The nonlinear dynamic state model of the IPMSM in a sta-
trol are given by tionary reference frame is described by the following expres-
sions:
(4)
(5)
(6)
The decoupling current control and the voltage command The matrix elements of and are given in Appendix A.
compensation are very useful in improving the performance of The two stator currents, the electrical speed and position are
the current vector control and the flux weakening control. used as system state variables.

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1416 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 20, NO. 6, NOVEMBER 2005

Fig. 3. Connections of IPMSM at standstill. (a) vector voltage v(100), (b) vector voltage v (010), and (c) vector voltage v (001).

The voltage components in the fixed stator-oriented The various symbols and the steps needed for the EKF com-
frame are putation are given in Appendix B.

(7) III. INITIAL ROTOR POSITION ESTIMATION METHOD

At standstill, the motor currents and voltages are zero, the
(8)
system of rotor position estimation using EKF algorithm gives
no information for the initial position. Therefore, another tech-
The EKF algorithm should be calculated by using a micro- nique has to be found for rotor position estimation at standstill
controller, and the dynamic state model given by (6) is to be so as to achieve a stable start. The only information that one can
expressed in a discrete state model. use is based on the inductance of phase that is a function of the
The discrete state model is described by the following expres- rotor position due to saliencies of the IPMSM.
sions: In this paper, a method to estimate the initial rotor position
at standstill of IPMSM motors is presented. This approach is
based on the well-known method for estimating the initial rotor
(9) position by using the inductance variation due to the magnet
position and an impressed stator current.
where is the state vector, is the output vector of the However, to estimate the initial rotor position, two kinds of a
discrete state model defined as the measurement signals. suitable sequence dc voltage rectangular pulses are applied from
The output vector variables are defined as the inverter to the stator windings of the motor at standstill. One
voltage pulse is applied with a short time duration , another
with a long time duration .
(10) At standstill, the gate signal control given to the switches
and (Fig. 1) is provided to detect -phase current
(11) peak. In this case we represent the voltage vector where
the connection is shown in Fig. 3(a). Similarly, the voltage
vectors and are provided to detect -phase and
The state vector variables are defined as
-phase current peaks, respectively, and their connections are
shown in Fig. 3(b) and (c).
(12)
The analysis of the current response leads to the initial rotor
(13) position estimation. The duration of the application of test signal
is less than the average time constant so that the motor remains
is given in (6). motionless. This is justified considering the inertia of the motor
The command vector is and the load system.
The inductance matrix is given as the equation shown at the
(14) bottom of the page.
We apply, respectively, the vector voltages ,
and to the motor at standstill with a short time duration
(15)
in order not to saturate the machine. Although the motor

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BOUSSAK: IMPLEMENTATION AND EXPERIMENTAL INVESTIGATION OF SENSORLESS SPEED CONTROL 1417

TABLE I
ESTIMATE OF INITIAL ROTOR POSITION [22]

Fig. 4. Experimental current peaks response of phase u; v , and w in the case

of the nonsaturated condition.

Fig. 5. Experimental fluctuated component of current peaks response in the

case of the nonsaturated condition.

is fed by a continuous current source, the phase current peaks Fig. 6. Initial electrical rotor position estimation.
and of the motor are sinusoidal functions of the rotor
position given as obtain the expression (20) of the estimated initial electrical rotor
position according to the current fluctuations peak. Once the
(16) domain is specified, for example in the case where sign
, sign and sign , the initial electrical
(17)
rotor position can be estimated by the following expressions:

(18)
(20)
where is the dc current component
and is the amplitude of a fluctuated component. We mea-
To distinguish north magnetic pole between and ,
sure the phase current peaks and and we calculate the
we take into account the magnetic saturation by applying to the
difference , and .
motor pulse vector voltages , and during
Fig. 4 shows the experimental phase current peaks , and
the long time and we measure, respectively, the -phase,
for the angle of the rotor position in the case of the nonsaturated
-phase and -phase current peaks. By comparing the current
condition where the dc current component 0.95 A. Fig. 5
peaks obtained by using voltage pulse applied with short and
shows the measured difference of current peaks , and
long time, initial electrical rotor position can be discriminated
compared to the dc current component . The sector of
between and . According to Fig. 6, when the permanent
initial electrical rotor position can be estimated by using the
magnet flux has an inverse direction to that created by a cur-
combination of signs of , and (Fig. 5), which is
rent impulsion in the stator winding, this flux is subtractive and
summarized in Table I, [22] with two domains.
therefore the variation of the current is weaker than if the flux
An expression for the rotor position found in (19) was gen-
were additive.
erated by using trigonometric identities from the above expres-
Consequently when the north magnetic pole is in the vicinity
sions (16), (17), and (18) and isolating the angle terms for
of the axis of one of the three stator phases, the current response
given as
is necessarily higher in this phase. Under these conditions there

(19) are thus three 120 sectors , and

, each one centered around the axis of the phase.
The position could be found by calculating the inverse tangent When the north magnetic pole is in one of these three sectors,
and dividing the remaining angle by two. For small angles, an the current in the corresponding phase gives the highest current
approximation of to the first order , we peak. For this type of test, the magnetic saturation appears at

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1418 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 20, NO. 6, NOVEMBER 2005

Fig. 7. Experimental current peaks response of phase u; v , and w in the case Fig. 8. Experimental of initial electrical rotor position estimation.
of the saturated condition.

TABLE II
DISCRIMINATION OF ESTIMATED INITIAL ROTOR POSITION

0, because the flux is added to the magnet flux and subtracted at

(Fig. 6).
Fig. 9. Experimental of initial electrical rotor position estimation error.
Fig. 7 shows the experimental phase current peaks and
for the angle of the initial electrical rotor position in the case
of the saturated condition where voltage pulse with a long time electrical degrees, respectively. The obtained values for initial
is applied to the stator windings of the motor. electrical rotor position are small for the purposes of the appli-
Let us take the previous example where sign , cation. The accuracy of initial rotor position estimation is de-
sign and sign , we have obtained two pendent on the accuracy of current peaks measurement.
estimate initial electrical rotor positions The initial rotor position estimation is achieved by means of
or . In order to distinguish the initial the response current of two types of voltage pulse applied to
electrical rotor position estimation, we apply to the motor pulse the IPMSM, one during short time , the other during long
vector voltages and we measure the current peaks time . The system of control makes it possible to apply and
and . We notice that if the current and to manage the response of the signals tests to the machine with
in this case the initial electrical rotor position is located in the the inverter which operates in this case like a chopper. Thus, the
sector (see Fig. 7 and Table II) where , magnitude of the voltage pulse is equal to the dc-bus voltage of
consequently the real initial electrical rotor position estimation the input inverter ( 316 V).
is located in the sector (see Fig. 5 and Table I) where When the voltage pulse with short or long time is applied to
. If it is not the case, then the real initial posi- the stator windings of the motor, we noted that the machine rotor
tion estimation is located at . We can is practically at standstill with a small vibration (Fig. 10). The
apply the same reasoning for the other cases and the discrimi- current generated by the high frequency voltage pulse applied to
nation between two estimated initial electrical rotor positions is the motor produces an impulse low magnitude torque with null
summarized in Table II. average value.
Fig. 8 shows the comparison between the actual and the es- Fig. 10 shows the speed responses at standstill when the
timated initial electrical rotor position. The estimation was per- voltage pulse with short time [Fig. 10(a)] and with long
formed at 15 electrical degree intervals from 0 to 210 elec- time [Fig. 10(b)] is applied to the stator windings of the
trical degrees. The comparison shows a good agreement and motor with initial rotor position electrical degrees.
confirms the effectiveness of the proposed method. It can be seen the machine rotor did not move, but it is in a
Fig. 9 shows the experimental of initial electrical rotor posi- critical position of unstable balance and we note the occurrence
tion estimation error over the range from 0 to 210 electrical of a small vibration on the rotor. The speed is within 1 r/min
degrees. As a results, the average and maximum values of the to 1 r/min and its average value is null, thus the motor keep at
error for the initial rotor position estimation are 1.14 and 7.4 standstill.

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BOUSSAK: IMPLEMENTATION AND EXPERIMENTAL INVESTIGATION OF SENSORLESS SPEED CONTROL 1419

Fig. 10. Speed responses at standstill.

Fig. 12. Measured and estimated rotor speed.

Fig. 11. Experimental set-up for sensorless speed control system.

the line-to-line voltages are reconstructed by sensing the digital
switching information of the inverter through opto-couplers. To
retrieve the fundamental components from the digital switching
IV. SENSORLESS DRIVE IMPLEMENTATION information of the inverter, we use a direct analog method.
The DSP System used for sensorless IPMSM drive control The voltage components and in the stator axis frame
implementation is based on the DS1102 controller board from are obtained through coordinate transformation of the phase
dSpace GmbH. The heart of the DS1102 controller board is a , and using operational amplifier circuit with a min-
TMS320C31 32-b DSP floating-point processor. imum offset. The voltages are then passed through analog
Fig. 11 shows the complete DSP system setup used for sen- low pass filters to eliminate the high frequency harmonics and
sorless speed control of the IPMSM drive implementation. The are converted through a 16 b A/D converter.
proposed sensorless controller scheme is based on a current- In our experimental test we assume that the dc-bus voltage is
controlled voltage source inverter (VSI) structure. For the cur- constant. If the dc-bus voltage varies it affects the voltage mea-
rent control loops, we use the synchronously rotating refer- surement accuracy, therefore the measurement of dc-bus voltage
ence frame attached to the rotor. The EKF used for the dynamic is necessary. The carrier frequency of a conventional sinusoidal
rotor position and speed estimation operates in the sta- PWM inverter is 5 kHz, in which three-phase sinusoidal refer-
tionary reference frame. ence voltages are compared with a triangular wave. The EKF
All the system controls of the IPMSM drive are implemented algorithm predicts the state in with the sampling period
inside the DS1102 controller board. A resolver is used for real fixed at 500 s.
speed measurement to be compared to the estimated speed. The The IPMSM has highly nonsymmetrical distribution of re-
PWM logic is generated by an external analog circuit. The line actances in rotor frame. All the experimental results are
current is detected by Hall LEM LA 25-NP and is converted obtained using as feedback estimated rotor speed and position.
through a 12 b A/D converter. In A PWM drive, the line-to-line The measurements of the actual rotor speed and position are de-
voltage changes very rapidly. The fundamental components of tected with a resolver. The choice of initial values for matrixes

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1420 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 20, NO. 6, NOVEMBER 2005

Fig. 13. Estimated rotor speed error.

Fig. 15. Estimated rotor position error.

TABLE III
DATA OF PMSM USED IN SIMULATION AND EXPERIMENT

Fig. 14. Measured and estimated rotor position.

and is very important. To obtain the coefficients of the

covariance matrix, a Gaussian noise generator is used and con-
sequently the initial values used for each matrix are given as

where is the identity matrix of dimension (4 4).

In Fig. 12 the measured and estimated rotor speed is reported
in steady state with a speed command of 150 r/min. It can be knowledge the motor parameters except the ration of -axis and
seen therefore that the estimated speed shows a good corre- -axis inductance. The magnet polarity is identified using the
spondence to the actual rotor speed with an error of a less than magnetic saturation effect. According to the experimental re-
9 r/min shown in Fig. 13. sults, the average of the estimation initial rotor position error is
In Fig. 14, the measured and estimated rotor position is 1.14 electrical degrees, and the maximum estimation error is
reported in steady state with a speed reference of 150 r/min. 7.4 electrical degrees.
According to the experimental results, the estimated position In rotating condition, speed and rotor position estimation of
shows good correspondence to the actual rotor position with an IPMSM drive are obtained through an extended Kalman filter
average error of a less than electrical angle degrees (EKF) algorithm. The correspondence of the estimated rotor po-
(Fig. 15) which corresponds to about 1.1 mechanical angle sition to the actual position indicates that the EKF algorithm
degrees. is effective and can be used to replace the position encoder.
The parameter of the PMSM used for simulation and experi- The coupling of initial rotor position estimation technique to
ment is given in Table III. EKF algorithm for sensorless control algorithm make possible
to operate the motor from zero speed up to full speed. The esti-
mated algorithm was implemented in a digital controller using a
V. CONCLUSION
DSP, and an experimental speed control system consisting of an
In this paper, a new approach initial rotor position estima- IPMSM and a voltage-source PWM inverter was made up and
tion including magnet polarity and sensorless speed control of tested.
IPMSM has been proposed. The feasibility of initial rotor po- The experimental results show that the proposed method has
sition estimation and sensorless speed control of IPMSM drive good sensorless speed control performance with initial rotor po-
has been investigated through experiments as well as computer sition estimation. As a result, good controllability over the wide
simulations. The estimation of the initial rotor position is based speed range was confirmed, which proved the feasibility of the
on the investigation of the magnetic saliency without requiring proposed method.

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BOUSSAK: IMPLEMENTATION AND EXPERIMENTAL INVESTIGATION OF SENSORLESS SPEED CONTROL 1421

APPENDIX A 1) Prediction of states

The matrix elements of and in (6) are
(B2)
(A1)

(A2) 2) Prediction of the covariance matrix of states

(B3)
(A3)
where
(A4)
(B4)
(A5)

(A6) (B5)
(B6)
(A7)
3) Kalman gain matrix

(B7)
(A8)
where
(A9)
(B8)
(A10)

(A11) 4) Update the covariance matrix of states

(A12) (B9)

5) Update of the state estimation

(A13)
(B10)
(A14)

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vol. 30, no. 2, pp. 240–247, Mar./Apr. 1995. Mohamed Boussak (S’89–M’89) was born in
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drive of surface mounted permanent magnet motor by high frequency received the B.S. and D.E.A. degrees from the Ecole
signal injection based on magnetic saliency,” IEEE Trans. Ind. Appl., Normale Supérieure de l’Enseignement Technique
vol. 9, no. 4, pp. 1031–1039, Jul./Aug. 2003. de Tunis (ENSET), Tunis, Tunisia, in 1983 and
[21] M. W. Degner and R. D. Lorenz, “Using multiple saliencies for the es- 1985, respectively, the Ph.D. degree from Pierre et
timation of flux, position, and velocity in AC machines,” IEEE Trans. Marie Curie University, Paris, France, in 1989, and
Ind. Appl., vol. 34, no. 5, pp. 1097–1104, Sep./Oct. 1998. the “Habilitation à Diriger des Recherches” (HDR)
[22] N. Matsui, “Sensorless PM brushless dc motor drives,” IEEE Trans. Ind. degree from Aix-Marseille III University, Marseille,
Electron., vol. 43, no. 2, pp. 300–308, Apr. 1996. France, in 2004, all in electrical engineering.
[23] S. Nakashima, Y. Inagaki, and I. Miki, “Sensorless initial rotor posi- From 1989 to 1990, he was a Researcher with the
tion estimation of surface permanent magnet synchronous motor,” IEEE Ecole Supérieure d’Ingénieurs de Marseille (ESIM). From 1990 to 1991, he was
Trans. Ind. Appl., vol. 36, no. 6, pp. 1598–1603, Nov./Dec. 2000. a Research Teacher in electrical engineering with the Claude Bernard of Lyon
[24] M. Tursini, R. Petrella, and F. Parasiliti, “Initial rotor position estima- 1 University, Lyon, France. From 1991 to 2004, he was an Associate Professor
tion method for PM motors,” IEEE Trans. Ind. Appl., vol. 39, no. 6, pp. with the Ecole Supérieure d’Ingénieurs de Marseille (ESIM). Since July 2004,
1630–1640, Nov./Dec. 2003. he has been an Associate Professor of electrical machines and drives with the
[25] H. Kim, K. K. Huh, R. D. Lorenz, and T. M. Jahns, “A novel method for Ecole Généraliste d’Ingénieurs de Marseille (EGIM). He is a member of Lab-
initial rotor position estimation for IPM synchronous machine drives,” oratory of Electrical Engineering Systems (LGSE), Marseille, France. He has
IEEE Trans. Ind. Appl., vol. 40, no. 5, pp. 1369–1378, Sep./Oct 2004. authored more than 60 papers in international conferences and technical jour-
[26] A. Consoli, G. Scarcella, and A. Testa, “Industry application of zero- nals in the area as well as many patents. His research is in the areas of electrical
speed sensorless control techniques for PM synchronous motors,” IEEE machines, power conversion systems, sensorless vector control ac motor drives,
Trans. Ind. Appl., vol. 37, no. 2, pp. 513–519, Mar./Apr. 2001. advanced digital motion control and diagnostics.
[27] M. J. Corley and R. D. Lorenz, “Rotor position and velocity estimation Dr. Boussak is Member of IEEE Industry Application, IEEE Industrial Elec-
for a salient-pole permanent magnet synchronous machine at standstill tronics, and IEEE Power Electronics Societies. He serves as a member of the
and high speeds,” IEEE Trans. Ind. Appl., vol. 34, no. 4, pp. 784–789, Technical Program Committees of several international conferences and tech-
Jul./Aug. 1998. nical journals in the power electronics and motor drives fields.

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