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The paper aims to discuss the comparison of the performance of four space‐vector pulse‐width modulation (SVPWM) strategies dedicated to four‐switch three‐phase inverters (FSTPI).

The comparison is based on three comparison criteria: the total harmonic distortion, the switching loss factor, and the quality factor. The comparison is extended to the FFT of the phase currents and to the analysis of the ripples of the electromagnetic torque of the induction motor.

It has been clearly shown that the basic SVPWM strategy of the conventional six‐switch three‐phase inverter (SSTPI) offers better performance than those of the four FSTPI‐SVPWM strategies. This said, it has been found that the performance of two among the four FSTPI‐SVPWM strategies tend to those of the SSTPI‐SVPWM basic strategy, especially in high switching frequencies.

The work should be extended by an experimental validation of the simulation results.

The established results open up crucial benefits from the point of view of cost‐effectiveness and volume‐compactness improvements of induction motor drives especially in large‐scale industries such as the automotive one where electric and hybrid propulsion systems are currently regarded as an interesting alternative to substitute or to assist the thermal propulsion systems.

The implementation in the FSTPI feeding an induction motor of SVPWM strategies exhibiting acceptable performance, which tend to those yielded by the SSTPI‐SVPWM basic strategy especially in high switching frequencies, is extended here.

This paper seeks to discuss the implementation of the rotor flux oriented control (RFOC) in a four‐switch three‐phase inverter (FSTPI)‐fed induction motor drive.

The implementation is achieved considering a current regulation of the FSTPI. Such a regulation is done thanks to bang‐bang regulators. As far as the FSTPI is fed by a battery pack, the paper considers an electrical equivalent circuit of such a power supply.

Simulation works, carried out considering the case of an ideal model of the battery pack and the case where the electrical equivalent circuit of the battery pack is taken into account, have shown that the drive dynamic performance are practically the same. Furthermore, and in order to highlight the performance of the induction motor fed by a FSTPI, these are compared with those obtained with the induction motor fed by a conventional six‐switch three‐phase inverter (SSTPI), considering both models of the battery pack. It has been found that the drive offers almost the same dynamic and steady‐state performance.

The work should be extended by an experimental validation of the simulation results.

The established results open up crucial benefits from the point of view of cost‐effectiveness and volume‐compactness improvements of induction motor drives especially in large‐scale industries such as the automotive one where electric and hybrid propulsion systems are currently regarded as an interesting alternative to substitute or to assist the thermal propulsion systems.

The implementation of the RFOC in FSTPI‐fed induction motor drives is feasible and exhibits almost the same performance as those obtained by conventional SSTPI‐fed induction motor drives under the same control strategies.

This paper aims at the improvement of the cost‐effectiveness of brushless DC motor (BDCM) drives integrated in electric and hybrid propulsion systems.

The cost‐effectiveness improvement is gained through the reduction of the topology of the inverter in the armature which turns to have two legs (four switches) rather than three legs (six switches) in conventional inverters. This has been made possible thanks to the availability of the battery pack in automotive applications.

It has been found that the four‐switch three‐phase inverter (FSTPI) fed BDCM drive has almost the same performance as the six‐switch three‐phase inverter (SSTPI) fed BDCM.

This works should be extended by an experimental validation of the established results.

The reduction of the topology of the inverter in the armature of the BDCM opens up crucial cost benefits especially in large‐scale production industries, such as the automotive one.

The implementation of a simple self‐control strategy in a FSTPI fed BDCM drive yields almost the same dynamic and steady state performance as those obtained by a SSTPI fed BDCM drive. An analytical assessment of the steady state features of the FSTPI‐fed BDCM drive has been confirmed by simulation.