A Review: Design Variables Optimization and Control Strategies of a Linear Switched Reluctance Actuator for High Precision Applications

International Journal of Power Electronics and Drive System (IJPEDS)
Vol. 8, No. 2, June 2017, pp. 963~978
ISSN: 2088-8694, DOI: 10.11591/ijpeds.v8i2.pp963-978  963
Journal homepage: http://iaesjournal.com/online/index.php/IJPEDS
A Review: Design Variables Optimization and Control
Strategies of a Linear Switched Reluctance Actuator for High
Precision Applications
Yeo Chin Kiat, Mariam Md Ghazaly, Chong Shin Horng, Irma Wani Jamaludin
Center for Robotics and Industrial Automation (CeRIA), Faculty of Electrical Engineering, Universiti Teknikal Malaysia
Melaka, Malaysia
Article Info ABSTRACT
Article history:
Received Feb 5, 2017
Revised Apr 5, 2017
Accepted Apr 19, 2017
This paper presents the review of design variables optimization and control
strategies of a Linear Switched Reluctance Actuator (LSRA).
The introduction of various type of linear electromagnetic actuators (LEA)
are compared and the advantages of LSRA over other LEA are discussed
together with the type of actuator configurations and topologies. The SRA
provides an overall efficiency similar to induction actuator of the similar
rating, subsequently the friction and windage losses are comparable but force
density is better. LSRA has the advantage of low cost, simple construction
and high reliability compare to the actuator with permanent magnet.
However, LSRA also has some obvious defects which will influence the
performance of the actuator such as ripples and acoustic noise which are
caused by the highly nonlinear characteristics of the actuator. By researching
the design variables of the actuator, the influences of those design variables
are introduced and the detail comparisons are analyzed in this paper.
In addition, this paper also reviews on the control strategies in order to
overcome the weaknesses of LSRA.
Keyword:
Actuator configurations
Control strategies
Design variables
Force density
Ripples
Switched reluctance actuator
Copyright © 2017 Institute of Advanced Engineering and Science.
All rights reserved.
Corresponding Author:
Mariam Md Ghazaly,
Center for Robotics and Industrial Automotion (CeRIA),
Universiti Teknikal Malaysia Melaka,
Hang Tuah Jaya, 76100 Durian Tunggal, Melaka, Malaysia.
Email: mariam@utem.edu.my
1. INTRODUCTION
Linear electromagnetic actuators (LEA) is a mechanism that generate linear motion due to the
interactions of the magnetic fields and electromagnetic thrust. The major advantage of electromagnetic
actuators over the conventional actuators is that it is almost maintenance free which is due to the absence of
mechanical part such as gears [1]. In general, LEA can be classified as linear brush DC actuators (LDCA),
linear induction actuators (LIA), linear synchronous actuators (LSA), linear solenoid actuators (LSoA) and
linear switched reluctance actuators (LSRA) [2].
The configurations of the LEA can be divided into transverse flux and longitudinal flux
configurations [1], [3], [4]. Longitudinal flux configuration occurred when the flux lines and movement of
the actuator is in parallel while transverse flux configuration occurred when the plane with flux lines is
perpendicular to the motion of the actuator.
The typical design of LEA can be characterized as three topologies: (i) Planar Single Sided; (ii)
Planar Double Sided; (iii) Tubular. By comparison, the tubular topology of LEA has greater force density
compare to planer topology actuator due to lesser flux leakage and tubular topology actuator minimized the
stray magnetic field in the direction of travel along the stator and mover part [5]. Hence, the thrust force and

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IJPEDS Vol. 8, No. 2, June 2017 : 963 – 978
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magnetic flux of the tubular topology actuator will be larger compare to planar single sided and planar double
sided LEA.
a) Longitudinal flux path configuration b) Transverse flux path configuration
Figure 1. Configuration of LEA [1]
a) Planar single-sided b) Planar souble-sided c) Tubular
Figure 2. LEA topologies [3]
In addition, the LEA can be built with permanent magnets (PMs) or without PMs. All types of LEA
can use PMs to increase the thrust of the actuator except induction actuators. In fact, the high energy PMs
have essentially improves the thrust of the actuator but the usage of PMs will directly increase the cost of the
actuator. A qualitative comparison and performance indexes of LEA with different topologies is shown in
Table 1. By comparison, LSA with PMs and LSRA provide a higher force density than LIA. Then, the
tubular topology of LSA provides better force density than flat topology and lowest loss to thrust ratio.
However, the applied of the PMs increase the cost of the actuators.
Table 1. Qualitative Comparison and Performance Indexes of LEA with Different Topologies [2]
Type of Actuator Force
Density
Force
Density
Force
Density
Force
Density
Linear induction actuator (flat) Low High Average High
Linear induction actuator (tubular) Low Average Average High
Linear synchronous permanent magnet actuator (flat) Good Low High Moderate
Linear synchronous permanent magnet actuator (tubular) Very Good Very Low Average Moderate
Linear switched reluctance actuator (flat) Good Average Average High
Hence, Tubular LSRA will be an alternative choice to replace the LSA with PMs due to the lower
cost and improved force density even though the force density is lower than actuators with PMs. The
schematic structure of the tubular LSRA is shown in Figure 3. LSRA is an attractive alternative candidates on
many applications such as propulsion railway transportation system [6], active vehicle's suspension
system [7], left ventricular assist device [8], precision motion control [9]-[10] and direct-drive wave energy

IJPEDS ISSN: 2088-8694 
A Review: Design Variables Optimization and Control Strategies … (Yeo Chin Kiat)
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conversion [11]. LSRA does not attract the interest among the researchers due to nonlinearity characteristic,
large thrust force ripples, high acoustic noise, vibration and low thrust force-volume density [12]–[16].
However, the increasingly advancement of the control strategies able to overcome the LSRA weaknesses
which started to gain the interest of researchers for further research on the LSRA.
Figure 3. Schematic structure of tubular LSRA [17]
The development of the linear actuators today has started to focus on the LSRA. Other than that, the
increase in the demand the SRA on industrial and automation process is mainly due to the advantages of the
SRA compare to other type’s actuator. As a kind of linear actuator, LSRA has achieved a great development
due to its simple structure, low cost production, good fault tolerance, absence of mechanical processing, lack
of windings on either the stator or mover structure, high reliability in harsh environment and capability to
operate in elevated temperature [1], [18]-[24].
In general, the structure of LSRA consists of three major parts which are the stator, mover and
windings. For a linear type of switched reluctance actuator, the windings can be set at either stator or mover.
The thrust force and motion of the actuator is produced due to the tendency of the mover to reach a position
where the inductance of the stator is maximized while the reluctance is minimum [25]-[26].
The LSRA produced lower thrust force compare to the actuator with PMs for approximate 60% [3].
In order to improve the thrust generated by the LSRA, the optimization design variables of the
electromagnetic actuator is an important aspect. The modification on the different design variables may
increase or decrease the thrust force, magnetic flux and the saturation of the LSRA. There are many design
variables that can be changes to obtain the optimized value with larger thrust such as pole length, pole width,
pole pitch, pole shape, windings turn, number of phases, air gap, excitation current and coil diameter. Hence,
the optimized design variables must be obtained in order for the LSRA to generate a larger thrust force with
lower volume as possible. This paper reviews the introduction to the linear electromagnetic actuator
specifically LSRA topology, influence of design variables to thrust force and actuator control strategies for
both position control and velocity control for high precision application.
2. DESIGN VARIABLES OF LSRA
For LSRA, there are many variables that can be optimized and will influence the actuator
performance. Figure 4 shows the three dimensional view and main dimensions of LSRA which require
optimization for actuator design. A LSRA with high thrust force and low force density often used as the
reference to optimize the actuator variables to achieve desired performance, i.e.: (i) translator pole width, bs,
(ii) translator pole pitch, cs, (iii) translator pole length, ls, (iv) stator pole width, cp, (v) stator pole shape, (vi)
stator pole length, lp, (vii) air gap between stator and translator, g, (viii) number of winding turns, n, (ix)
number of phases and coil diameter, dcoil. In the next section, the reviews will discuss on the influence of the
design variable of LSRA to its output.

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Figure 4. Three dimensional view and main dimensions of LSRA [27]
2.1. Influence of Translator Pole Width, bs
Lenin et al. [28] described the influence the translator pole width on single-sided LSRA as in
Figure 2(a). The increasing of the translator pole width will directly increase the average generated thrust
force by 0.25N for every 1mm. The increase in the thrust force when a larger translator pole width is applied
is due to the larger available area for magnetic flux to flow through from stator to translator which directly
increase the magnetic field of the actuator. However, the mass of the translator will be increased as the
translator pole width increased. Hence, the force density of the actuator designed will reduce when the
translator pole width was increase.
2.2. Influence of Translator Pole Pitch, cs
Kou et al. [29] stated that the flux density of tubular LSRA will directly affects the cogging force
and thrust characteristic of the actuator with the changed of the translator pole pitch. The flux density of the
actuator will rise when the translator pole pitch increase. In addition, the cogging force and thrust
characteristic of the actuator also will increase when translator pole pitch increase due to the changes in the
magnetic flux density in the actuator. The influence of translator pole pitch can be clearly observed when the
actuator produced the thrust force for approximate 700N with 10N of cogging force for 7mm of translator
pole pitch. When the pole pitch is increased to 19mm, the generated thrust force is approximate 1600N with
60N of cogging force. The increased in the thrust force and cogging force when increasing the translator pole
pitch is due to larger reluctance occurred as the translator tooth is further away from stator tooth. So, the SRA
produce larger flux density to move the translator to a position to achieve minimum reluctance and maximum
inductance. Hence, the increase of the translator pole pitch results in the larger thrust force.
2.3. Influence of Translator Pole Length, ls
In the study of Lenin et al. [28] on single-sided LSRA and Amoros et al. [27] on double-sided
LSRA, the study found that increasing the length of the translator pole will improve the average thrust force.
The coils of the designed actuator is located at the translator part. In order to improve the actuator's magnetic
field strength and generated thrust force, lengthening the translator pole directly increase the useful available
area for the winding turns which contact with the translator pole. Hence, longer translator pole length will
increase the magnetic flux of the actuator which improve the thrust force at the same time. The study by
Lenin shows 50N of propulsion force generated with translator pole length of 42mm. However, when the
translator pole length was increased to 52mm, the propulsion force significantly gave higher propulsion
force; 125N respectively. Although the average thrust force can be improved by lengthening the translator
pole length, nonetheless further increment of the translator pole length will not influence the thrust force due
to magnetic flux saturation. Hence, it can be depicted that when saturation occurred, increase of the length
will not produce any gain in the propulsion force for high excitation current.
2.4. Influence of Stator Pole Width, cp
SRA is known to have issues on larger force ripple generation due to phase switching. One of the
important criteria in designing an electromagnetic actuator is the handiness to produce maximum average
thrust force with low force ripple. By varying the stator pole width, the actuator able to produce larger
average thrust force with lower force ripple [28]. Nevertheless, when the stator pole width is increased, the
average thrust force produce has found to be reduced after a certain width due to dead zone [28]. The dead
zone happened when the maximum inductance occurred with no contribution on the generation of propulsion
force. The dead zone will be larger with the increase on the absolute difference between the stator and
translator pole width [30].

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From Table 2, it is found that the average thrust force will increase as stator pole width increase
until a significant value of 19mm where there is reduction in the average thrust force. On the other hand, the
force ripple also reduce as the stator pole width increase but the force ripple increase again after 19mm. So,
the increase in the stator pole width will increase the actuator induction continuously but not improvement on
average thrust force and force ripple.
Table 2. Comparison of Average Thrust Force and Force Ripple for Various Stator Pole Widths [28]
cp (mm) Fmin (N) Fmax (N) Favg (N) % Ripple Lmin (H) Lmax (H)
16 67.33 124.87 100.39 60.38 0.02972 0.08626
17 67.91 124.70 101.07 57.68 0.03019 0.08658
18 68.23 124.57 101.10 55.88 0.03071 0.08683
19 68.32 124.11 101.30 53.41 0.03125 0.08700
20 68.28 124.34 100.86 56.16 0.03184 0.08713
21 67.88 123.90 100.63 55.67 0.03246 0.08725
2.5. Influence of Stator Pole Shoe and Pole Shape
There are some major issues that arise in designing a LSRA due to high force ripple and acoustic
noise generated. A few numbers of methods were used by researchers in order to improve the both single-
sided and double-sided LSRA performances. The most common strategy used was to design an advance
controller to reduce the ripple and noise in the actuator [31]-[35]. However, the design of the controller is
complex and complicated. Hence, another two approaches are used for ripple reduction which are; i.e.: (i)
determine the waveform of the input excitation current profile by using an electronic control of power
controllers or (ii) change the geometrical structure of the stator or translator pole [28], [36].
Lenin et al. have proposed the force profile improvement through the geometrical modification on
the stator poles by introducing the pole shoes on the stator poles [28], [36]-[39]. The conventional stator pole
is rectangular in pole shape is shown in Figure 5a [30]. However, other polar shapes and pole configurations
can be used either in primary or secondary. Lenin et al. proposed the modification on the stator poles by
introducing the stator pole shoe as shown in Figure 5b [28], [36]. Ganesh et al. described the actuator
performance by presented the skewed poles [37] as shown in Figure 5c and tapered poles [38] as shown in
Figure 5d. On the other hand, Santo et al. suggested the changes on the stator poles shape with round pole as
in Figure 5e and wedge pole as shown in Figure 5f [40].
a) Conventional Pole b) Conventional Pole with Pole Shoe c) Skewed Pole
d) Tapered Pole e) Round Pole f) Wedge Pole
Figure 5. Geometrical structure of stator poles [36]–[39]
The purpose of modifying the structure of the stator pole was proposed to reduce the force ripple,
stator volume and mass while providing a better force density. Lenin et al. [28], [36] studied the availability
of stator pole shoe in LSRA. The pole shoe used in the stator able to increase the average force linearly until
4mm; where after that saturation occurred with no significant change in average thrust force. In 2015, Ganesh
et al. [37], [38] found that the skewed pole and tapered poles proposed able to increase the generated thrust
force by the actuator. Based on these findings, both skewed pole and tapered pole generated thrust force of
0.5N higher than conventional pole with force ripple reduction by approximately 27% for tapered pole. In
comparison, the round pole and wedge pole proposed by Santo et al. [40] are found that the conventional
stator pole provide better thrust force generation with 66N compare to the round pole and wedge pole with
58N and 51N. Meanwhile, Jamil et al. [41] introduced a number of notch to the stator pole for torque ripple
minimization. The proposed technique was found that stator with three notches has lesser torque ripple

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compare to stator with two (2) notches. Based on the reviews. stator pole shoes or pole shape with larger
surface area had improve the thrust force due to increase of more magnetic flux flow.
Figure 6. Influence of stator notch to the torque ripple reduction [41]
2.6. Influence of Stator Pole Length, lp
Lenin et al. [28] and Amoros et al. [27] have studied the influence of stator pole length to the
average thrust force of an actuator. The LSRA able to provide a higher average thrust force by increasing of
the stator pole length. While, Fahimi et al. [42] found that smaller stator pole length will lead to higher
natural frequency in the actuator which will cause the deformation of the stator. Moreover, reduction of the
stator pole length will reduce the available area for the windings. Thus, the increased of the stator pole length
will increased the available area for the coils. Consequently, the magnetic flux density and output thrust force
can be improved. However, longer stator pole length means the volume of the actuator is larger which
reduces the torque density of the actuator [43]-[44]. So, Goto et al. [43] proposed that the stator pole length
need to be optimize with longer stator pole length before the torque density gradually reduced. The actuator
produced torque density of 45Nm/L with the stator pole length of 17mm. At pole length 22mm, the torque
density increases to 46Nm/L, while at pole length 34mm the torque density reduced to 40.5Nm/L
respectively.
2.7. Influence of Air Gap, g
In order to increase the efficiency of the actuator, the reduction of the air gap thickness is an
alternative method for increasing the propulsion force without affect the actuator dimension [30]. As a
general rule, smaller air gap thickness able to produce larger propulsion force. The thrust force produce is an
attraction or propulsion force between the stator and mover due to the tendency of a magnetic circuit to
restructure itself in order to achieve smallest reluctance. The actuator reluctance will increase with the air gap
thickness and the magnetic flux diminishes as the co-energy content [4], [45]-[46]. Moreover, larger air gap
thickness will leads to reduction in the magnetic flux between poles due to the increasing in the reluctance
which then resulting in smaller inductance and reduced thrust force. As a comparison, actuator with larger air
gap thickness has the benefit of less ripple and more suitable for application that require smooth motion.
Calado et al. [47] study the relationship of air gap to thrust force where 97N of thrust force was generated
with 2mm of air gap. When the air gap was increased to 4mm, the thrust force reduced to 90N and the further
increased of air gap to 8mm causes the generated thrust force to decrease rapidly to 60N. Even though
smaller air gap able to generate large propulsion force, however there are two issues with small air gap
thickness; i.e: (i) narrow air gap make the manufacturing becomes difficult which leads to high cost of
manufacturing and (ii) smaller air gap thickness increases the force ripple. [48]. Hence, an optimized
parameter for the air gap thickness is crucial in order to design an actuator that capable to generate large
thrust force, smaller force ripple and able to provide smooth motion.
2.8. Influence of Winding Turns, n
There are two factors that will influence the magnetic flux, inductance and thrust force of the
actuator; i.e.: (i)number of winding turns and (ii) excitation current. The various coil turns will determine the
value of the generated thrust force by the actuator. Hence, increasing the number of winding turns will
improve the thrust force, magnetic flux and inductance of the actuator, respectively [49]–[52]. The increasing
of the winding turns can improve the generated thrust force but field saturation will occurred where further
increase in the number of turns after exceeding the saturation point will has less influence to the magnetic

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flux and thrust force[53]-[54]. The magnetic flux, Φ of the actuator can be derived from the as in
Equation (1) [55].
R
Ni
R
F


 (1)
where F is the magneto motive force, R is the reluctance, N is the number of winding turns and i is the
excitation current. From Equation (1), the increase in either the number of winding turns and excitation
current able to increase the magnetic flux and generated thrust force. On the other hand, the decreasing in the
reluctance will increase the generated thrust force as well. Then, the number of winding turns can be
expressed as a function of the actuator dimensions as [55];
w
ff
cu
A
K
l
h
N
2
 (2)
total
copper
ff
S
S
K  (3)
where hcu is the thickness of copper, l2 is the coil's length, kff is the filling factor, Aw is the cross-sectional of
single wire, Scopper is the cross-section of the wires and Stotal is the overall cross-section of the coil. However,
increase in the number of turns leads to an increase of the slot area and magnetic core volume which will
reduce the efficiency for the desired application. According to the study of Teixeira et al. [30], three winding
turn with 120, 226 and 264 turns are compared. The highest value of winding turns with 264 turns was found
to have the highest thrust force with 970N compare to 226 turns with 705N; and 150 turns with 320N. This
indicates higher winding turns results in higher thrust force.
2.9. Influence of Number of Phases
A reluctance actuator will generate the thrust force due to the tendency of the translator part to move
to a position where the inductance of the excited windings is maximum and reluctance is minimum. In order
for the electromagnetic actuator to provide a controlled continuous motion, the required minimum number of
phases is three (3) where the phases can be connected either in series or parallel connection [56]-[57]. Other
than that, increasing the number of phases result to reduction of the cogging force[58]. Hence, the
minimization of the detent force then reduces the vibrations, acoustic noise and ripple factor of the actuator.
At the same time, the motion smoothness of LSRA is improved and the control system for positioning is
simplified [3]. Furthermore, the increase of the phase numbers will also improve the thrust force due to the
effect of cogging force reduction. Nevertheless, with the increased of the phase numbers, the system will
become more complex, which then requires more complex strategies to control the excitation current and
phase shifting since the phase is activated independently each time [59]. Figure 7 depicts the influence of
phase numbers to the ripple factor where two (2) phases actuator has twice larger ripple factor compare to
three (3) phase’s actuator.
Figure 7. Effect of phase numbers to ripple factor [3]

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2.10. Influence of Coil Diameter, dcoil
In SRA, the peak force generated by the actuator are caused by the excitation current. Therefore, the
coil diameter is an important parameter that will directly affect the coil length and generated thrust force. A
larger coil diameter will produce coil with lower resistance per unit length [60]. Nevertheless, the larger coil
diameter will cause an unnecessary coil thickness to the LSRA. Figure 8 depicts that the maximum peak
force remains the same and does not increase further when the coil diameter was larger than 2mm. Thus, the
rate of thrust force to volume can be improved by increasing the coil diameter which leads to lower
resistance. However, the excitation current apply to the coil must not exceed the rate of driving capability
based on the Standard Wire Gauge (SWG). Hence, the diameter of the coil is chose based on the excitation
current needed in order to fulfill the rate of driving capability [61]. Even though theoretically has proves that
larger wire diameter will has lower resistance and hence larger thrust force but studied shows that further
increased in the wire diameter may not satisfy the condition of thrust force [48]. R. Othman et al. found that
the increase in the coil size will cause the flux density of actuator to be reduced [62]. As a conclusion,
optimization of the coil diameter is an important parameter in designing the electromagnetic actuator.
Figure 8. Effect of coil diamater on maximum generated thrust force for three coil impedance [60]
3. CONTROL METHOD
LSRA is a new type of actuator that has high liability due to the low cost and simple construction.
However, the major issues of a SRA are the excessive force ripples and vibrating noise compared to the
conventional machines [63]-[64]. Hence, the control strategy of the actuator is crucial in order to overcome
the disadvantages. Based on studies, many types of controllers have been proposed and applied to SRA
mechanism; i.e: modified PID control, intelligent control, linearization control and two degree of freedom
control. In this section, comparison of these controllers is discussed with respect to their design structure and
controller performances.
3.1. Modified PID control
The PID controller is widely used in speed and position control applications due to its simplicity,
easy tuning and ruggedness. There are many classical techniques proposed and used for designing and tuning
the parameters of the PID controller such as trial-and-error, Ziegler-Nichols method, Cohen-Coon method
and Tyreus & Luyben method [65]-[66]. However, the applied of the conventional PID controller will reduce
the positioning performances due to the highly nonlinearity characteristic of the switched reluctance actuator.
Thus, in order to implement the knowledge of linear controller to a nonlinear system, the system require to
undergo linearization control [67]-[68]. Hence, M. Maslan et al. proposed a new controller to overcome the
challenge with respect to the precision control by introducing the linearizer unit [68]. Figure 9 shows the
block diagram of modified PID control system with linearizer unit.
The linearizer unit is added to suppress the high nonlinearity of the driving characteristics while
canceling the negative influence between the PID controller and the actuator. Then, the amplitudes of the
excitation current to the coils are obtained from the output of linearizer unit in relation to the thrust force and
position. On the other hand, Hama et al. have studied on the nonlinear PID control with feedforward
element [69]. The nonlinear PID control includes a proportional element and derivative element through a
gain scheduled to minimize the mover vibration which express as a error signal and time derivative of an
error signal. In addition, the nonlinear PID control has a conditional integrator as a function for steady state
error minimization in the system. Furthermore, the feedforward element for cogging force and friction

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element was added into the system to overcome the influence of the cogging and friction to the system. The
block diagram for nonlinear PID compensator with feedforward element is shown in Figure 10.
Figure 9. Block diagram of PID control system with linearizer unit [68]
Figure 10. Block diagram of nonlinear PID compensator with feedforward element [69]
Moreover, Zaafrane et al. presented the used of PI controller, hysteresis controller and force
distribution function (FDF) for the purpose of speed control [70]. The combination of control system for the
nonlinear switched reluctance actuator enable the performance to be improved due to hysteresis controller
will control the excitation current, speed control done by a PI controller while the FDF is used for force
control and ripples reduction. Next, the Bang-Bang control has been proposed for the open loop control of
SRA to reduce system overshoot and eliminate the oscillations [71].
Rafael et al. presented an adaptive PID controller for speed control [72]. The proposed controller
designed based on the Takagi-Sugeno fuzzy system with some simplifications. The controller with adaptive
algorithm tends to have the advantage of simplicity on algorithm structure and lesser processing resources
compared with the intelligent or hybrid system. Furthermore, the adaptive PID controller does not require
any PID calibration. The controller also able to quickly compensate the disturbance that appear in the
actuator.
Figure 11. Block diagram of adaptive PID control system [72]

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Srivastava et al. suggest the speed and position control of the switched reluctance actuator with a
cascaded controller of advanced PI and PD controllers [73]. The PI controller is used to provide a fast
transient response while eliminating the steady state error for speed control. Then, the PD controller will be
function to counteract the delay effect and overshoot in the position response due to the utilized of integration
of the PI controller.
3.2. Intelligent control
Intelligent controls are widely used in nonlinear system such as SRA in order to obtain high
precision positions and speed control. Yao et al. applied a fuzzy neural network modeling to learn the
nonlinear static position-torque-current and flux linkage characteristics for torque control of the SRA
[74]-[75]. Then, torque distribution function was used to calculate the phase torque and the ANFIS inverse
torque model to obtain optimize current waveform. In order to achieve ripples minimization, adaptive sliding
mode current controller will control actual phase current waveform by tracking the desired phase current
waveform to generate the most similar current waveform.
Li et al. proposed a instantaneous torque control based on radial function neural network
(RBF) [76]. The optimization of the current waveforms with respect to different speed and torque is learned
from dynamic simulation for RBF neural network offline training. Then, then trained RBF neural network is
used for the obtained the relationship between speed, torque and position to current nonlinear mappings of
torque control. The experimental results show that the control strategy able to minimize the ripples while
provide high control accuracy.
Figure 12. Configuration of adaptive RBF neural network ontroller of SRM [76]
3.3. Position Control
There are various control methodologies that are proposed to evaluate the position control of the
actuator. The most common and simplest control methodology that requires less computational effort is using
the lookup table [77]-[80]. Then, the sliding mode theory is the second method which can be used to evaluate
the position control of the actuator [79].
Lookup table method is the most simple and effective position control strategy for low cost
implementation. In these control method, various nonlinearities of the actuator in the motion system are taken
into account. This method able to linearize the relationships between thrust force, current and position in
switched reluctance actuator [81]. However, there are some assumptions made when implement this control
method which are the system model is assumed to be precise and no nonlinear friction behaviors occurred.
Hence, the lookup table able to produce and show the position control and characteristic of the actuator.
Nevertheless, this control method only provides good performance for long and medium distance travel.
Yuichi et al. [82] proposed the position control method with Magnetic Non Linearity Control
(MNLC) by considering the magnetic nonlinearity of the actuator. Gan et al. [83] presented the position
control of SRA with a current-thrust force-position lookup table and a linear optical encoder to observe the
motion profile of the actuator. The system used the look up tables which include the relationship between
excitation current, motion profile and torque profile with variation of rotor position to design the controller
for torque control and phase switching control. Then, the lookup table with reference torque at different rotor
position is then used to determine the three phase reference currents. Figure 13 shows the position control
diagram with the used of lookup table.

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Figure 13. Position control diagram with lookup table in torque controller [82]
Other than that, sliding mode control is one of the technique that commonly used for evaluate the
position control of nonlinear actuator such as electromagnetic actuator. Sliding mode control is a nonlinear
control technique that alters the dynamics of nonlinear system by applying the discontinuous control signal to
force the SRA slide along the boundaries of control structure of actuator in normal behavior. In this method,
the thrust force of the SRA is generated by switching the two phases and the motion of the translator is move
based on the resolution of designed actuator [79]. The sliding mode consists of two parts which are sliding
mode and reaching part (non sliding part). Sliding part is where the trajectory asymptotically tends to moves
toward the origin of the phase plane. Mean while, reaching part is the trajectory starting from any position
on the phase plane which moves towards a switching line in finite time [84]. Through the sliding mode
control, a sliding surface S can be designed so that the state trajectories of the plant when restricted to S have
the desired tracking behavior and maintain the stability of the closed-loop system. In addition, sliding mode
control can determine the switching control law to drive the state trajectory to maintain the S surface [85].
Moreover, the extended state observer is used with sliding mode control able to estimate the system
uncertainties and nonlinear perturbation to study the position control [86]. . However, sliding mode control
technique will experienced some oscillations phenomenon with finite amplitude and finite frequency due to
the fast dynamics. The fast dynamics tends to neglected the ideal model and the utilization of digital
controllers with finite sampling rate caused the phenomenon of oscillations. [87].
Figure 14. Block diagram of SRM sliding mode current controller [67]
3.4. Velocity Control
The velocity control and braking of the actuators are results from the excitation current switches
turning on and off. Velocity control is used to compare the actuator motion speed with the reference speed.
The velocity of the linear switched reluctance actuator can be obtained by applying a simple position
derivative [8], [88]-[89]. A current reference will produced from the speed control then compared with the
actual phase current [90]. Since there is speed ripple occurred in the actuator, a low-pass filter is capable to
reduce the speed ripple due to roll off over the cutoff frequency of the mechanical system [91]. On the other
hand, J.F. Pan et al. proposed an Auto Disturbance Rejection Speed controller (ADRC) for the purpose of
speed control due to the ability to adapt to parameter variation [92].

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Figure 15. Velocity control with ADRC block diagram [92]
4. CONCLUSION
In this paper, a review on the design variables optimization and control strategies of linear switched
reluctance actuator (LSRA) is presented. The study found that LSRA is an alternative technology that can
replaced linear synchronous actuator (LSA) which contain the permanent magnets (PMs) due to high cost on
the magnet material. Moreover, the tubular topology of LSRA has higher force density compare to the
conventional flat topology. Various LSRA design variables from stator tooth width to mover tooth pitch and
air gap between stator and mover have been investigated. Design study have shown that the design variables
discussed in the paper has a significant influence on thrust force capability, force density, cogging force,
force ripple and mostly importantly the variables also have an impact on the vibration and acoustic noise.
Hence, the study on LSRA position control, speed control and ripple reduction is of great importance. The
highly nonlinearity of the LEA and LSRA make the actuator hard to be controlled in precision applications.
Nevertheless, the improvement and development in advance control strategies such as PID controllers and
various intelligent control theories overcome these issues. Therefore, the research on the optimizing the
design variables and suitable controller must be done to ensure the LEA and LSRA able achieve the
operation of high speed and high precision applications. As the recommendation, the design optimization of
LSRA variables will able to overcome and reduce the ripple force and acoustic noise of the actuator. Hence,
the controller design for the LSRA will simpler and for apply to achieve the high precision control of LSRA.
ACKNOWLEDGEMENTS
Authors are grateful to Universiti Teknikal Malaysia (UTeM) and UTeM Zamalah Scheme for
supporting the research. This research and its publication are supported by Ministry of Higher Education
Malaysia (MOHE) under the Fundamental Research Grant Scheme (FRGS) no.FRGS/1/2016/TK04/FKE-
CERIA/F00305, Center for Robotics and Industrial Automation (CeRIA) and Center for Research and
Innovation Management (CRIM).
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