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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 42, NO. 5, SEPTEMBER/OCTOBER 2006

Vector Control of Dual-Three-Phase Induction-Motor

Drives Using Two Current Sensors
Radu Bojoi, Alberto Tenconi, Member, IEEE, Giovanni Griva, and Francesco Profumo, Senior Member, IEEE

AbstractA rotor field-oriented control (RFOC) scheme, employing only two current sensors, is presented in this paper for
a dual-three-phase induction-machine drive. The induction machine has two sets of stator three-phase windings spatially shifted
by 30 electrical degrees. The reduction of the current sensor
count, which is possible due to the particular machine structure,
does not affect significantly the performance of the vector-control
scheme. Experimental results are presented for a 10-kW RFOC
dual-three-phase induction-motor-drive prototype to demonstrate
the feasibility of the proposed solutions.
Index TermsDigital field-oriented control, dual-three-phase
induction machine, multiphase drives, reduced sensor count.

I. I NTRODUCTION

ULTIPHASE motor drives have been studied for more

than 30 years, but starting from the last two years,
the interest has grown to the point that some international
power electronic conferences have hosted sessions on the multiphase motor drives [1]. Multiphase motor drives have been
proposed for different applications, where some specific advantages (lower torque pulsations, less dc-link current harmonics,
reduced rotor harmonic currents, higher power per ampere ratio
for the same machine volume, etc.) can be better exploited
justifying the higher complexity compared with the three-phase
solution [2][5]. Some of the most suitable applications are
the high-current ones (ship propulsion, aircraft applications,
locomotive traction, electrical vehicles), where the main advantage of multiphase drives is the splitting of the controlled
power (current) on more inverter legs, reducing the single
switch current stress compared with the traditional three-phase
converters. Since the power switches rated current is reduced
proportionally with the phase number, the increased number of
power switches does not represent an additional cost; on the
contrary, in some cases, the cost is reduced by the nonlinear
behavior of the component prices. However, the system cost
(and complexity) is penalized by the increased number of the
current sensors, gate drive circuits, auxiliary circuitry, etc. For
this reason, reducing the multiphase drive cost by lowering the

Paper IPCSD-06-038, presented at the 2005 Industry Applications Society

Annual Meeting, Hong Kong, October 26, and approved for publication in the
IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS by the Industrial Drives
Committee of the IEEE Industry Applications Society. Manuscript submitted
for review October 15, 2005 and released for publication May 31, 2006.
The authors are with the Dipartimento di Ingegneria Elettrica, Politecnico
di Torino, 10129 Turin, Italy (e-mail: radu.bojoi@polito.it; alberto.tenconi@
polito.it; giovanni.griva@polito.it; francesco.profumo@polito.it).
Digital Object Identifier 10.1109/TIA.2006.880891

Fig. 1.

Dual-three-phase induction machine.

number of sensors, without affecting the system performance,

becomes an important issue in order to propose economically
viable multiphase solutions.
This paper deals with the reduction of the number of current
sensors in a dual-three-phase induction-motor drive with a machine having two sets of three-phase windings spatially shifted
by 30 electrical degrees with isolated neutral points (Fig. 1).
In particular, this paper presents a rotor field-oriented-control
(RFOC) scheme for dual-three-phase induction-motor drives
employing only two (instead of four) current sensors, without
affecting significantly the drive performance.
The key issues of this paper are:
1) the machine model; and
2) the digital current-control scheme to get zero steady-state
error.
Furthermore, this paper addresses the influence of the asymmetries between the two three-phase sections of the drive and
discusses the choice of the two currents to be measured.
II. M ACHINE M ODEL
The machine model, which is relevant for vector-control
purposes, can be obtained by following two different paths.
According to the first approach [6], the machine can be represented with two pairs of (d, q) windings corresponding to the
two three-phase windings. According to the second approach,
which is based on Vector Space Decomposition (VSD) theory
[7], the machine can be represented with three stator-rotor pairs
of windings in three orthogonal subspaces (, ), (1 , 2 ), and
(z1 , z2 ), introducing a 6 6 transformation matrix [T6 ] either
in power invariant [7], [8] or power noninvariant (amplitude
invariant) [9] forms.

0093-9994/$20.00 2006 IEEE

BOJOI et al.: VECTOR CONTROL OF DUAL-THREE-PHASE INDUCTION-MOTOR DRIVES USING CURRENT SENSORS

Fig. 2.

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Machine single-phase equivalent circuits.

The transformation matrix has the following properties [7].

1) The fundamental components of the machine variables
and the harmonics of the order k = 12 n 1, (n =
1, 2, 3, . . .) are mapped in the (, ) subspace. These
components contribute to the air-gap flux.
2) The harmonics of the order k = 6 n 1 (n = 1, 3,
5, . . .) are transformed in the (1 , 2 ) subspace. These
harmonics (the 5th, 7th, 17th, 19th, . . .) do not contribute
to the air-gap flux since the (, ) and (1 , 2 ) subspaces
are orthogonal.
3) The zero-sequence components are mapped in the
(z1 , z2 ) subspace.
The approach used in this paper is based on the VSD
theory since it leads to simplified control schemes because
the machine model in the (, ) subspace is identical to the
model of a three-phase machine (Fig. 2). If the two stator sets
have isolated neutral points, no current components flow in the
(z1 , z2 ) subspace [7]; consequently, the machine model referred
to the stationary reference frame can be reduced to two sets of
decoupled equations corresponding to the machine (, ) and
(1 , 2 ) subspaces.
Using complex vector notation, the machine model in the
(, ) subspace is

= +j
s=Rs is +ps

s
s
s

i = i +j i

s s
0 = Rr ir +pr j r r
s
ir = ir +j ir
s = Ls is +M ir
(1)

+j

=
M

i
+L

s
s
s
r
s
r
r

Te = 3 P2 LMr (r is r is ) r = r +j r
where r is the rotor speed, P is the number of poles, and p is
the derivative operator. The machine parameters are reported in
the Appendix; [T6 ] uses the amplitude invariant form [9].
The machine model in the (1 , 2 ) subspace describes two
independent passive RL circuits as
 

 

Rs + Lls p
i
0
s1
=
s1 . (2)
s2
is2
0
Rs + Lls p
As shown by (1), the torque production involves only quantities in the (, ) subspace, and consequently, the machine
control is simplified since it needs to act only on a twodimensional subspace.

Fig. 3. Machine phase currents and (, ) current components.

In addition, due to the particular machine winding topology

(Fig. 1), the magnetic axes of phase windings as and zs are
orthogonal, therefore, the current components in the (, ) subspace, which are normally computed from the phase currents
using the transformation matrix [T6 ] (Fig. 3), can be directly
derived from the phase currents ias and izs according to

is = ias
(3)
is = izs .
In this case, the machine flux and torque, which are related to
the (, ) subspace, can be controlled using only two measured
phase currents (instead of at least four). The measured phase
currents belong to different three-phase winding sets; they have
the same amplitude being phase shifted by 90 electrical degrees
(Fig. 3) under ideal sinusoidal supply conditions and balanced
machine.
III. F IELD -O RIENTED C ONTROL S CHEME
The field-oriented control theory applied to the dual-threephase machine aims at obtaining a decoupled control of the
machine flux and torque by referring the (, ) machine model
to a rotating (d, q) reference frame aligned on rotor flux vector
whose magnitude and position are provided by a flux estimator.
The d-axis component of the stator current vector controls
the flux, meanwhile, the q-axis current component controls the
torque. The current control forms an inner loop of the overall
control system, receiving the reference currents from the outer
loops (flux loop and torque/speed loops), as shown in Fig. 4.
When the VSD theory is used for modeling, dual-three-phase
drives adopt flux estimators normally employed for the threephase induction machines, since the (, ) subspace is identical
to that obtained for three-phase machines.
On the contrary, the current-control extension from the threephase to the dual-three-phase drive is not immediate and must
consider some specific aspects of dual-three-phase drives:
1) pulsewidth modulation (PWM) issues; and
2) unbalanced current sharing between the two three-phase
units.

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 42, NO. 5, SEPTEMBER/OCTOBER 2006

Fig. 4. Direct RFOC scheme for dual-three-phase induction-motor drives.

A. PWM Strategy

Fig. 5.

Stationary-frame current-control scheme.

It has been demonstrated in the literature that low-order

harmonic voltages of order 6n 1(n = 1, 3, 5 . . .) are generated in the (1 , 2 ) subspace by the PWM strategy [7]. Since
the impedance for these voltage harmonics is only the stator
leakage impedance, the existence of such low-order voltage
harmonics gives rise to substantial low-order stator current
harmonics. These current harmonics produce losses and reduce
the drive efficiency. The worst case is when the machine uses
short-pitch stator windings [10]; in this case, the impedances
in the (1 , 2 ) and (z1 , z2 ) subspaces are lower than the
stator leakage inductance. The best solution to minimize the
excitation of the (1 , 2 ) subspace is to use dedicated spacevector modulation (SVM) techniques [7], [11]. However, if the
machine uses full-pitch stator windings, satisfactory results can
still be obtained using simple modulation techniques, such as
the double SVM [12] or the double zero-sequence injection
[13] techniques. These solutions yield quasi-sinusoidal machine phase currents employing conventional three-phase PWM
modulators [12], [13].

C. Current Control With Two Current Sensors

For drive quasi-balanced operation, the system order can
be practically reduced from four to two, and thus, only two
current controllers would be enough to control the machine. In
this case, only two current sensors can be used. However, the
sensors should be mounted on different three-phase stator sets
in order to obtain a mean machine model (as requested by
the VSD modeling approach) instead of mounting them on the
same stator set.
The particular machine structure (Fig. 1) allows obtaining
the (, ) current components directly from the phase currents
ias and izs , according to (3), using a unique sensor mounting
layout. The current-control scheme can be implemented either
in rotating (d, q) or in stationary (, ) reference frames [17].
The stator voltage equation in the (, ) reference frame can
be easily derived from (1) as
dis
+ es
s = Rs is + Ls
dt

(4)

where
B. Drive Unbalanced Operation
This issue is related to small asymmetries between the two
three-phase power sections of the drive (machine and inverter).
These asymmetries can lead to unbalanced current sharing
between the two stator winding sets. A typical case is when
the dual-three-phase machine is fed by two independent threephase-voltage source converters. This fact, which is emphasized
in a number of existing publications [14][16], has led to the
development of current-control schemes employing four current controllers, which is a logical consequence of the existence
of four degrees of freedom for the machine having stator sets
with isolated neutral points (Fig. 1). For machines with single
neutral points, six current controllers must be used [16]. Even
though it is almost impossible to obtain perfectly symmetrical
drive operation, a dedicated drive design could, however, obtain
quasi-symmetrical three-phase power units. That is possible,
for example, by using a dedicated six-phase inverter with a
single PWM modulator instead of two independent three-phase
inverters with separated PWM modulators. In addition, if the
machine design is carefully implemented, it is possible to get a
dual-three-phase drive with quasi-balanced operation.



s (1 )
Rs = Rs 1 +
, Ls = Ls
r
M
M
e
e
es = j r

.
Lr r Lr r r

(5)
(6)

In (4) and (6), es is the stator back-EMF voltage vector,

s and r are the stator and rotor time constants, respectively,
while is the total leakage coefficient.
The current control scheme presented in this paper is based
on the VSD approach, and it is implemented in stationary
reference frame, as shown in Fig. 5.
This approach is straightforward since it requires minimum rotational transformations and does not use decoupling
schemes, as for the (d, q) current control, due to the absence
of speed-dependent (d, q) coupling terms, as shown in (4).
Although the -axis and -axis are coupled through the rotor
flux components, the rotor flux dynamics can be overcome by
the current control.
The current control scheme uses a regulator H (s) being
equivalent to a positive-sequence proportional plus integral (PI)
synchronous frame regulator [18] and controls the (, ) stator

BOJOI et al.: VECTOR CONTROL OF DUAL-THREE-PHASE INDUCTION-MOTOR DRIVES USING CURRENT SENSORS

current components. The reference values is and is are computed by means of an inverse rotational transformation applied
to the flux-producing ids and torque-producing iqs reference
currents generated by outer flux and torque/speed control loops.
The current feedback is provided by the measured phase currents ias and izs .
The transfer function of the (, ) current controller is [19]


e
i s
kp + s2k+
sk2i+
2
2
e
e
(7)
H (s) =
ki e
i s
kp + s2k+
2
s2 + 2
e

where kp and ki coincide with the parameters of an equivalent

PI regulator implemented in the synchronous reference frame
and e is the electrical frequency [18].
The presence of the resonant terms in the transfer function
allows a zero steady-state error for sinusoidal operation at the
electrical frequency e .
The state-space model of the H (s) regulator is [20]


= [A] [x] + [B] [u]

[y] = [C] [x] + [D] [u]

d
dt [x]

(8)

where
[x]
[u]
[y]
[A]
[B]
[C]
[D]

vector;
=
[x x ]t , state

is is
= [ ], input error vector;
=
is is
t


= s
s
, output vector;


0 e
=
;
e 0 
1 0
= ki
= ki [I2 ];
0 1
= [I2 ];
= kp [I2 ].

The output of the current regulator is applied to two different

inverse Clarke transformations [6] to compute the three-phase

and xyzs
used by a PWM modureference-voltage sets abcs
lator (unique for the six-phase inverter) to obtain the inverter
switching functions.
IV. D RIVE -C ONTROL I MPLEMENTATION I SSUES
A. Digital Current Regulator
The discrete model of (8) is

[x (k + 1)] = [Ad ] [x (k)] + [Bd ] [ (k)]
.
[y (k)] = [x (k)] + kp [ (k)]

(9)

The discrete forms of the system and input matrices are

computed as [20]


cos(e Ts ) sin(e Ts )
[Ad ] =
(10)
sin(e Ts ) cos(e Ts )


1
ki sin(e Ts )
ki (1cos(e Ts ))
.
[Bd ] =
ki sin(e Ts )
e ki (1cos(e Ts ))
(11)

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Fig. 6. PLL for electrical speed estimation.

To avoid division by zero in (11) during the machine operation at zero frequency, it is convenient to use the Euler firstorder approximation for the input matrix in (9) to obtain
[Bd ] = [B] Ts = ki Ts I2 .

(12)

In practice, if the sampling time Ts is sufficiently small,

the truncation error introduced by (12) does not influence the
regulator performance. The zero steady-state error is achieved
since the matrix (10), which imposes the system poles, remains unchanged. Expression (12) is used for the complete
speed range.
The design of the regulators parameters kp and ki has been
performed as for a PI controller implemented in rotating (d, q)
reference frame [21]. Zero steady-state error is achieved by
the current control only if the electrical frequency e is accurately computed; this represents a disadvantage of the current
controllers in stationary reference frame. However, it can be
considered that a correct estimation of e is anyhow useful
for drive control (e.g., for optimal flux reference computation
in field-weakening range [22]), so the additional computational
effort introduced by the e computation is somewhat justified.
B. Electrical-Frequency Estimation
The estimation of the electrical frequency e has been performed using a phase-locked-loop (PLL) algorithm [23], as
shown in Fig. 6.
The PLL is robust against parameter detuning, and it is based
on a PI controller to estimate the electrical frequency e using
the estimated stator flux vector. The use of the stator flux instead
of the rotor flux offers better results in case of fast torque variations, because the stator flux vector moves more quickly than
the rotor flux in case of step variations of the slip frequency.
The stator flux (if not already available when voltage-current
estimators are employed for rotor flux estimation) can be easily
reconstructed from the estimated rotor flux as
s =

M
r + Ls is .
Lr

(13)

When the error (s s ) is small, the input of the PI controller represents a very slowly varying waveform [23]. When
the error becomes zero in steady-state operation, the controller
integrators output remains locked onto e . The tuning of
the PI controller of the PLL has been performed using the
approach presented in [23] to obtain a bandwidth that is a good

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 42, NO. 5, SEPTEMBER/OCTOBER 2006

Fig. 7. Dead-time compensation scheme.

compromise between satisfactory dynamic performance and

robustness against noise. It must be emphasized also that multiphase drives are usually employed for applications without
high-dynamic-performance requirements.

Fig. 8.

Experimental RFOC scheme.

C. Inverter Dead-Time Compensation

For the FOC schemes, it is always convenient and usual to
assume an ideal inverter, so that the desired voltages computed
by the current control are applied to the machine. At low speed,
the inverter nonlinear behavior due to the dead time introduced
by the gate drive circuits leads to phase-current distortion and,
consequently, to torque ripple.
The dead-time-compensation scheme for the dual-threephase drive acts directly on the duty cycles for the inverter
and uses the reconstructed reference currents, as shown in
Fig. 7. Thus, the dead-time-compensation scheme modifies the
phase duty cycles (computed from the phase reference voltages
generated by the current control) by a compensation duty cycle
according to
 = + dt ,

= as, bc, cs, xs, ys, zs

Fig. 9. Step response of alpha-axis current. From top to bottom: (1) is (A);
(2) is (A); and (3) error (A).

(14)

where is the phase duty cycle computed from the phase

reference voltage .
The dead-time-compensation duty cycle dt is computed
for each inverter phase as [24]
 
dt = sgn i td fSW ,
= as, bc, cs, xs, ys, zs (15)
where fSW is the inverter switching frequency, and td is the
inverter dead time; sgn(i ) are the sign functions of the reconstructed phase reference currents.
In practice, it is useful to obtain the sign functions by
means of hysteresis comparators (Fig. 7) to avoid oscillations.
The final computed duty cycles are used to yield the inverter
switching functions by means of a digital PWM modulator.

Controller Board. The current-control scheme uses only two

current sensors measuring the phase currents ias and izs .
The on-board PWM modulator is the fixed-point
TMS320F240 DSP controller, which has two three-phase
PWM units; these units have been synchronized in order to get
symmetrical PWM operation for the two three-phase inverter
units. The PWM modulator uses the double zero-sequence
injection modulation technique that gives satisfactory results
regarding the minimization of harmonics in the (1 , 2 )
subspace [13].
To validate the proposed solution, various tests have been
performed for the dual-three-phase induction-motor drive under
different operation conditions.
A. Current Control Operation

V. E XPERIMENTAL R ESULTS
The experimental tests have been performed with a 10-kW
40-V (phase voltage), 12-pole dual-three-phase inductionmotor prototype whose parameters are reported in the
Appendix.
A battery-fed six-phase insulated gate bipolar transistor
(IGBT) inverter, whose switching frequency has been set at
10 kHz, supplies the motor. The battery rated voltage is 120 V.
An RFOC scheme (Fig. 8) has been implemented with a
10-kHz sampling frequency using the dSPACE DS1103 PPC

To test the transient response of the current-control loops,

the maximum allowable machine torque (75 Nm) has been
imposed at 500 r/min (0.25 pu). The sampled alpha-axis and
beta-axis currents are shown in Figs. 9 and 10, respectively.
The measured phase currents, together with the estimated
electromagnetic torque (obtained by means of a digital-toanalog converter) are shown in Figs. 11 and 12. Despite a
small current unbalance between the two stator sets, the current
control has a good regulation performance, and it is able to
obtain practically zero steady-state error.

BOJOI et al.: VECTOR CONTROL OF DUAL-THREE-PHASE INDUCTION-MOTOR DRIVES USING CURRENT SENSORS

Fig. 10. Step response of beta-axis current. From top to bottom: (1) is (A);
(2) is (A); and (3) error (A).

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Fig. 13. Machine measured currents at 1 r/min (

= 0.1 Hz) and no load. Trace
1: ias = is (A); Trace 2: izs = is (A).

Fig. 14. Machine measured currents at 1 r/min (

= 0.1 Hz) and no load. Trace
1: ias (A); Trace 2: ixs (A).
Fig. 11. Machine phase currents ias and izs for fast maximum allowable
torque transient at 500 r/min (0.25 pu). From top to bottom: Trace 1: ias = is
(A); Trace 2: izs = is (A); and Trace 3: Te (10 Nm/V).

Fig. 15. Sampled reference and actual currents at high speed (

= 650 Hz).
From top to bottom: (1) is (A); (2) is (A); (3) is (A); and (4) is (A).

Fig. 12. Machine phase current ias and ixs fast maximum allowable torque
transient at 500 r/min (0.25 pu). From top to bottom: Trace 1: ias (A); Trace 2:
ixs (A); and Trace 3: Te (10Nm/V).

The machine phase currents are shown in Figs. 13 and 14

when a reference speed of 1 r/min (0.005 pu) is applied at zerofrequency operation. The influence of the inverter dead time is
almost eliminated by the dead-time-compensation mechanism.
To demonstrate also the efficiency of the current control at
high speed, the sampled (, ) currents, and their reference
values are shown in Fig. 15, while the measured machine phase

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 42, NO. 5, SEPTEMBER/OCTOBER 2006

Fig. 16. Phase currents at high speed (

= 650 Hz) and no load. Trace (1): ias
(A); Trace (2): izs (A).

Fig. 18. Machine phase currents for drive transient operation at low speed.
Trace 1: ias (A); Trace 2: ixs (A); and Trace 3: Te (10 Nm/V).

Fig. 17. Machine (, ) currents for drive transient operation at low speed.
Trace 1: ias = is (A); Trace 2: izs = is (A); and Trace 3: Te (10 Nm/V).

currents are plotted in Fig. 16 under steady-state operation at

6500 r/min (
= 650 Hz) and no load.
As is evidenced by Figs. 916, the operation of the current
control is good over a wide speed range. Even with measured
phase currents subjected to a high ripple (Fig. 16) with direct
negative influence on the current acquisition, the current control
is stable, and practically zero steady-state current errors are
obtained.

B. Drive Transient and Steady-State Performance

The transient behavior of the drive at low speed has been
tested with a speed reference switching stepwise between 0 and
100 r/min (0.05 pu) and vice versa. The machine currents and
the estimated torque are plotted in Figs. 17 and 18.
To test the drive for high-speed conditions involving transition into deep field-weakening region, a 06500 r/min
(
= 650 Hz) speed ramp response, followed by a speed reversal,
has been considered. The rotor reference speed r and actual
speed r , the estimated rotor flux r , and the estimated electromagnetic torque Te are shown in Fig. 19, while the measured

Fig. 19. Drive startup with inertial load from standstill up to 6500 r/min
(
= 650 Hz) followed by a speed reversal. From top to bottom: (1) r (r/min);
(2) r (r/min); (3) r (Vs); (4) Te (Nm).

currents of the machine during acceleration with full available

torque are shown in Fig. 20.
The ramp reference speed is motivated by the lack of voltage
provided by the battery that supplies the inverter. During acceleration, the battery voltage is lower, while during braking, the
voltage is higher due the regenerative braking; for this reason,
the drive speed response during braking is better. Despite the
lack of voltage during acceleration, the drive behavior is good
for large speed variations involving deep field weakening.
VI. C ONCLUSION
This paper deals with the possibility to reduce the number
of current sensors of multiphase drives employing dual-threephase induction machines, without affecting significantly the
system performance.
Thus, an RFOC scheme, using only two current sensors
(sized for 50% of the rated current requested by an equivalent
three-phase drive), has been presented and discussed. The current sensors are placed on phases belonging to two different

BOJOI et al.: VECTOR CONTROL OF DUAL-THREE-PHASE INDUCTION-MOTOR DRIVES USING CURRENT SENSORS

Fig. 20. Phase currents during drive acceleration at full available torque. Trace
(1): ias (A); Trace (2): izs (A).
TABLE I
MOTOR PARAMETERS

three-phase sets, shifted by 90 electrical degrees. In quasibalanced operation, the experimental results show a good drive
response in both constant torque and field-weakening regions,
demonstrating the feasibility of the proposed solutions.
A PPENDIX
The prototype used for the experimental tests was a 10-kW
40-V (phase voltage) 12-pole 200-Hz dual-three-phase machine
with the parameters given in Table I. The maximum speed is
6500 r/min (
= 650 Hz of the maximum frequency).

1291

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Radu Bojoi received the M.Sc. degree in electrical engineering from the Technical University Gh.
Asachi, Iasi, Romania, in 1993 and the Ph.D. degree
from the Politecnico di Torino, Turin, Italy, in 2003.
From 1994 to 1999, he was an Assistant Professor
in the Department of Electrical Utilization, Electrical
Drives and Industrial Automation at the Technical
University of Iasi. In 2004, he joined the Department
of Electrical Engineering of the Politecnico di Torino
as an Assistant Professor. His main research field
is DSP- and FPGA-based digital advanced control
solutions for three-phase and multiphase electrical drives and power electronic
converters.

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 42, NO. 5, SEPTEMBER/OCTOBER 2006

Alberto Tenconi (M99) received the M.Sc. and

Ph.D. degrees in electrical engineering from the Politecnico di Torino, Turin, Italy, in 1986 and 1990,
respectively.
From 1988 to 1993, he was with the Electronic
System Division of the FIAT Research Center, where
he was engaged in the development of electrical
vehicle drive systems. He then joined the Department of Electrical Engineering Politecnico di Torino,
where he is currently an Associate Professor. His
fields of interest are high-performance-drive design, new power-electronic-device applications, and nonconventional electric
machine development. The research activity is documented by more than
80 papers published in international journals and international conference proceedings. He has participated, both as Designer and as Scientist Responsible,
at many national and European research programs. He is also a Reviewer for
international journals.

Giovanni Griva received the Laurea degree in

electronic engineering and the Ph.D. degree in electrical engineering from the Politecnico di Torino,
Turin, Italy, in 1990 and 1994, respectively.
In 1995, he joined the Department of Electrical
Engineering, Politecnico di Torino, as an Assistant
Professor. Since 2002, he has been an Associate
Professor. His fields of interest are power-electronic
conversion, integrated electronic/electromechanical
design, high-performance speed servo drives, and applications of power quality issues. He has published
over 60 papers in international conference proceedings and technical journals.
Dr. Griva was the recipient of the IEEE Industry Applications Society First
Prize Paper Award in 1992. He serves as a Reviewer for the Proceedings of the
Institution of Electrical Engineers.

Francesco Profumo (M88SM90) was born in

Savona, Italy, in 1953. He received the degree in
electrical engineering from the Politecnico di Torino,
Turin, Italy, in 1977.
From 1978 to 1984, he was a Senior Engineer for
the R&D Ansaldo Group in Genoa, Italy. In 1984, he
joined the Department of Electrical Engineering of
the Politecnico di Torino, where he was an Associate
Professor until 1995. He is currently a Professor of
electrical machines and drives at the Politecnico di
Torino, and an Adjunct Professor with the University
of Bologna. He was a Visiting Professor in the Department of Electrical and
Computer Engineering of the University of Wisconsin, Madison, in 19861988
and in the Department of Electrical Engineering and Computer Science of
Nagasaki University, Japan, in 19961997, for one semester. His fields of interest are power-electronic conversion, high-power devices, applications of new
power devices, integrated electronic/electromechanical design, high response
speed servo drives, and new electrical-machine structures. He has published
more than 200 papers in international conference proceedings and technical
journals.
Dr. Profumo is an active member of the IEEE Industry Applications Society
(IAS) Industrial Drives Committee and serves as Cochairman of the same
committee (IEEE IAS Transactions Review Chairman). He was also an AdCom
member of the IEEE Power Electronics Society (PELS). He is a member of the
technical program committees of several international conferences in the power
electronics and motor drives fields, and he was the Technical Cochairman of
PCC02 in Osaka, Japan, in 2002. He won the IEEE IAS Second Prize Paper
Award in 1991 and in 1997 and the IEEE IAS First Prize Paper Award in 1992.
He has been the Coordinator or Partner of several projects in the frame of
European Commission activities (Tempus, Comett, Joule, Human Capital and
Mobility, Alfa, European Union S&T Grant Program in Japan, Leonardo da
Vinci). He is a Registered Professional Engineer in Italy.