International Journal of Power Electronics and Drive Systems (IJPEDS)

Vol. 14, No. 4, December 2023, pp. 1919~1928

ISSN: 2088-8694, DOI: 10.11591/ijpeds.v14.i4.pp1919-1928  1919

Analysis of interior rotor for high-speed brushless DC motor

using finite element method

Nurfaezah Abdullah1,2, Kasrul Abdul Karim1,2, Raja Nor Firdaus Raja Othman1,2, Auzani Jidin1,2,
Tole Sutikno3,4
1
Faculty of Electrical Engineering, Technical University Malaysia Melaka, Melaka, Malaysia
2
Electrical Machine Design Research Laboratory, Centre of Robotics and Automation, University Malaysia Melaka, Melaka, Malaysia
3
Master Program of Electrical Engineering, Faculty of Industrial Technology, Universitas Ahmad Dahlan, Yogyakarta, Indonesia
4
Embedded System and Power Electronics Research Group, Yogyakarta, Indonesia

Article Info ABSTRACT

Article history: The permanent magnet of brushless DC (BLDC) motor is ideally suited for
high-speed application due to its superior performance and efficient as
Received Feb 15, 2023 compared to other types of electrical motors. However, to operate in high-
Revised May 5, 2023 speed operation, the rotors that hold the magnet must be able to withstand
Accepted May 25, 2023 high centrifugal force. Due to that, the main objective of this project is to
design and develop the suitable rotor for high-speed BLDC motor through
the finite element method (FEM) Ansys Maxwell modeling software. In
Keywords: addition, this project is also carried out to determine the ability of the
modeled software to reach the high-speed performances in terms of cogging
Ansys Maxwell torque and induce voltage. In this project, the selected BLDC motor was
BLDC fabricated and measured experimentally. The result showed that the designed
Finite element method rotor can achieve speed of almost 14,500 rpm.
High speed
Interior rotor This is an open access article under the CC BY-SA license.

Corresponding Author:
Kasrul Abdul Karim
Faculty of Electrical Engineering, Technical University Malaysia Melaka
Hang Tuah Jaya, 76100 Durian Tunggal, Melaka, Malaysia
Email: [email protected]

1. INTRODUCTION
The brushless DC (BLDC) motor has long established in typical applications, such as home
appliances, the healthcare industry, air conditioning systems and aerospace systems, especially when an
efficient system is required. It is optioned due to its broad uses and advantages, such as high efficiency, high
reliability, and low-cost factor. It also has a higher power output that produces better performance and is
smaller size compared to other conventional medium or low-speed electrical machines. These factors have
led to extensive study in recent years by experts and researchers [1], [2]. Next, the BLDC motors are
extensively built for various industrial applications, such as compressors, vacuum pumps, grinders, turbine
generators, flywheel energy storage systems, drilling, aerospace application and friction welding units as
well [3]–[5]. The centrifugal compressors that are usually used as the loads for motors operation will achieve
efficiency of energy and high-power density when they are operated at high speed [6]. In the early years,
when electric motors are unable to work at high speed, the boosting gearboxes are required to connect motors
and loads. This condition caused a few problems like an extra power loss, affecting the weight and size,
producing vibration, and leading to noisy sound. The installation requirements are essential, probable leak of
lubricants and a shorter service life. Oppositely, the gearbox can be disabled. For instance, the micro gas
turbines used in power plants may drive an average speed of electrical generators with fewer loads to prevent
unnecessary breakdown caused [6].

Journal homepage: http://ijpeds.iaescore.com

1920  ISSN: 2088-8694

There are several varieties of BLDC motor topologies, including traditional surface mounted (SPM)
and inner permanent magnet (IPM). In comparison to the IPM topology, the SPM topology is simpler. The
magnet configuration distinguishes these two-topology motors from IPM and SPM. The SPM structures are
made up of a stator and a magnet connected to the outside of the rotor, whereas the IPM has an embedded
magnet buried in the rotor laminations. Figure 1 depicts the BLDC motor basic rotor arrangement.
Figure 1(a) show the surface mount magnet, Figure 1(b) is inset magnet motor type and Figure 1(c) is interior
magnet type. The surface mount magnet configuration is the most common for permanent magnet motors,
with a magnet located on the outer surface of the rotor core. However, this design is vulnerable to high
centrifugal force, which might lead to catastrophic failure [7]–[9]. An interior magnet rotor is a feasible
alternative that should be researched further to resolve this [10], [11]. The inner rotor is suitable for a wide
range of driving techniques and tactics [12], [13]. Several works of literature, notably for rotor design,
emphasize the mechanical issue. Hao et al. used the same parameter simulation to examine five inside
permanent magnet machine topologies for a hybrid electric automobile, including input voltage, slot and pole
number, and motor dimension. The regular PM rotor, segmented PM rotor, V-shaped PM rotor, and W-
shaped rotor were all compared. The most important aspect to consider is performance, which includes back-
emf harmonics, iron losses and torque ripple. The goal is to provide a preliminary guideline and evaluation to
the machine designer in allowing to enable them to select the IPM rotor structure. According to the results,
V-shaped PM rotors had the lowest magnet mass. The W-shaped had the highest d-q axis inductance, while
the SPM had the lowest. Nonetheless, this modeling was meant for 2,000 rpm [14].

(a) (b) (c)

Figure 1. Basic rotor configuration for BLDC motor: (a) surface mounted magnet, (b) inset magnet,
and (c) interior magnet

Hao et al. conducted research on several rotor topologies for high-speed electrical machines. The
research compared the performance of five topologies: bread loaf, decentered magnet, spoke type, surface
mounted, and interior permanent magnet in terms of magnetic flux density, cogging torque, torque and
efficiency. The Taguchi technique was used to establish the modeling, which was simulated by using FEA.
The goal of this research was to identify which topologies can provide high output power, torque, and
efficiency for high-speed spindle machines. The decentered permanent magnet motor produced the maximum
magnetic flux density, output power and efficiency. This comparison, however, had utilized permanent
magnet synchronous motors for high-speed spindle machines rather than IPM-BLDC motors [14].
Purwanto et al. investigated the effects of machine structure on PM BLDC motors for high-speed
applications. Three distinct slots were present, and the rotor pole model with surface-mounted topology was
discussed. The goal of these investigations was to determine the best slot and rotor pole combination for
high-speed machines with the best dynamic performance. The authors used 2-pole 6-slot, 2-pole 12-slot and
2-pole 3-slot. The results of this research demonstrated that the 2-pole 12-slot construction had the best
electromagnetic properties, while the 2-pole 6-slot motor structure is suited for high-speed dynamic
operation. However, the purpose of this research is to investigate the best slot and pole for high-speed
dynamic operation [15].
Hwang et al. published another paper that looked at different rotor structures. Five IPM rotor
structures for electric car applications were studied throughout the project. The modelling included the V
shape type, interior double magnet shape, a delta shape including V form magnet bar, improved delta shape
model and double V shape. JMAG finite element analysis was used to simulate the design to analyze the
electromagnetic torque, torque ripples, efficiency, and back-electromagnetic voltage. The goal of this inquiry
is to propose a design standard for rotor forms because there have been few complete investigations on IPM
rotor shapes designed for EV use. Another goal of the article is to minimize design and analysis time
throughout the design stage to obtain maximum power density. According to the findings of this article, the

Int J Pow Elec & Dri Syst, Vol. 14, No. 4, December 2023: 1919-1928
Int J Pow Elec & Dri Syst ISSN: 2088-8694  1921

delta form had the most torque than other models. Nonetheless, this material is valid for speeds ranging from
5,000 rpm to 10,000 rpm. Aside from that, the modelling is for 48-slot, 8-pole IPM motors [16].
Comparative investigations of internal permanent magnet synchronous motors (IPMSM) for high-
speed railway applications were reported by Yu et al. Five distinct rotor topologies were simulated in order to
analyze and compare the performance in terms of magnetic field, inductances, mechanical characteristics and
short circuit performances. Rotor topologies included the V shape, U shape, VV shape, VU shape, and UU
form. As a result of this research, the U shape motor delivered the best fault tolerance among all others. The
study, on the other hand, proposed IPMSM motor types with 54-slot 6-pole configurations [17].
The above literature primarily aimed to investigate the impact of various topologies on IPM rotor
design. However, most of the study used permanent magnet synchronous motors, and a part of the material
replicated the models at speeds less than 10,000 rpm, much below the high-speed range. Thus, this paper
aimed to analyze and investigate three different rotor topologies of interior permanent magnet BLDC (IPM-
BLDC) for a rated speed of 30,000 rpm with 6-slot 4-pole configurations. To determine performance, the
inside rotor was modelled and simulated by using the FEM. The models were compared and chosen for
fabrication activities based on the induce voltage profiles and cogging torque. There are five sections
presented in this paper. The first section is for introduction, next section is IPM-BLDC basic structure, the
third section covering on motor sizing of IPM-BLDC, section four is analysis on rotor structure by using
FEM analysis and measurement verification and the last section, is for conclusion.

2. BASIC STRUCTURE OF IPM-BLDC FOR HIGH-SPEED ELECTRIC MOTOR

The design process began with the modelling of an IPM motor, with a focus on three basic
structures of internal type rotor deemed suitable for high-speed operation. Figure 2 depicts the fundamental
construction of a BLDC internal rotor. The stator is slotted, the rotor is interior permanent magnet types
while the magnet is incorporated inside the rotor core. Three types of rotor structures were chosen and
modelled in this work to determine the best structure to meet the high-speed criterion. Three designs were
chosen based on typical IPM rotor structure. Figure 3 shows the three types of IPM rotor: a) conventional
IPM radial type (C-IPM), b) hybrid V-IPM (HV-IPM), and c) hybrid IPM radial type (H-IPM).

Figure 2. IPM-BLDC fundamental construction

(a) (b) (c)

Figure 1. IPM BLDC model structure: (a) conventional IPM radial (C-IPM), (b) hybrid V (HV-IPM),
and (c) hybrid IPM radial (H-IPM)

The simulation for all three structures was performed in Ansys Maxwell FEM software that
available in the laboratory. The Ansys Maxwell FEM software was used because it able to predict the
characteristic of the back EMF and cogging torque [18]–[20]. Finally, the best rotor configuration was
chosen to be fabricated in further research. In essence, the motor with higher speeds produced a low torque
for the same power rating. The design criteria are shown in Table 1. The exterior diameter of each model was
Analysis of interior rotor for high-speed brushless DC motor … (Nurfaezah Abdullah)
1922  ISSN: 2088-8694

set as a comparison to evaluate the performance of each model. Each model was represented with the same
slot and pole number with a fixed volume of 7200 At due to available size of permanent magnet in
laboratory. The permanent magnet had the same size and shape for all rotor structures.

Table 1. Design specifications

Design specifications Value
Power, P [W] 600
No. phases 3
Rated speed range, Nr[rpm] 30,000
Maximum current, Imax [A] 10

3. MOTOR SIZING OF IPM-BLDC

The analysis of IPM-BLDC is illustrated in the flowchart shown in Figure 4. There are three stages
to achieve the objective of work. The first stage is design and modeling stage. This involved motor sizing and
rotor selection for high-speed BLDC motor. There are three selections of IPM rotors. The rotor selection is
slotted type (C-IPM), hybrid V-shaped (HV-IPM) and hybrid IPM radial (H-IPM). Next stage is FEM
analysis which is to evaluate the performance of model in terms of induce voltage and cogging torque
evaluation. The last stage is the experimental and validation section. Here, the suitable performance of BLDC
motor in FEM analysis is chosen for fabrication. The experiment and validation were carried out to ensure
that the simulation and actual performance were consistent.

FEM analysis
stage

Start No
Satisfy model saturation Flux
density <=1.3T

IPM-BLDC design specifications

Yes

Rotor structure selection: I. Induce voltage, emf

Conventional IPM radial(C-IPM) II. Cogging torque analysis
Hybrid V-shaped(HV-IPM)
Hybrid IPM radial (H-IPM)
Validation stage
Change to different
rotor structure
Motor sizing :
Experimental and validation section
I. Stator
II. Rotor

End
Design and modeling stage

Figure 4. IPM BLDC motor design flowchart

The design of stator sizing is illustrated in Figure 5. Figure 5(a) and Figure 5(b) show the stator
sizing and stack length overview. Figure 5(c) is stator flux density area. Figure 5(d) show the rotor sizing
overview. Overall dimension for model IPM-BLDC was determined by using the analytical and optimal split
ratio method [21]–[26]. The stator outside diameter was limited to 84 mm as fixed parameter for the model.
The rotor bore was evaluated by using an optimal split ratio, λ shown in (1). The split ratio was derived from
electromagnetic torque, T equation of three phase permanent magnet motor in (2). Based on (3), Sbr is the
stator bore diameter, Rod is rotor bore diameter, Ɩa is active stack length and Nph represents turn windings. Ia is
the RMS of the phase current and ϑg is the air gap flux density. The feasible range of split ratio was limited
by the structure of motor. The maximum split ratio depended on the air gap length and flux density ratio, γ
when the outer diameter was fixed. The flux density ratio was calculated by using (4). As a result, the ideal
split ratio range for determining rotor bore was 0.45-0.75. The air gap, g was set to 1 mm, and the motor
worked optimally in approximately 1 mm.

Int J Pow Elec & Dri Syst, Vol. 14, No. 4, December 2023: 1919-1928
Int J Pow Elec & Dri Syst ISSN: 2088-8694  1923
𝑅𝑜𝑑
𝜆= (1)
𝑆𝑏𝑟

3√2
𝑇= 𝑆𝑖𝑑 𝑙𝑎 𝑁𝑝ℎ 𝐼𝑎 𝐵𝑔 (2)
2

𝑆𝑏𝑟 = 𝜆𝑅𝑜𝑑 + 2𝑙𝑎 (3)

𝜗𝑔
𝛾= (4)
𝐵𝑚𝑎𝑥

Stw Rw
Sod Rod
Rbr

Mh
So Stw Wtt
ι Flux,θsp Mw
Rsd
Sd

(a) (b) (c) (d)

Figure 5. Motor sizing: (a) stator sizing, (b) stack length, (c) stator flux density area, and (d) rotor sizing

Area of tooth body, θsp was calculated by using (5). Bg was assumed to be 0.58 T and Ɩa was set to
30 mm. Ns which is number of stator slot was set at 6. The saturation value of stator flux density, Bsat, was
adjusted at 1.3 T to establish the stator tooth width, Stw. Thus, the stator tooth width, Stw was computed by
using (6).
2.𝜋.𝑆𝑎𝑖𝑑
𝜃𝑠𝑝 = 𝐵𝑔 (5)
𝑁𝑠

𝜃𝑠𝑝
𝑆𝑡𝑤 = (6)
𝐵𝑠𝑎𝑡 𝑙𝑎

The entire flux traveling through the body will be divided in half in the stator teeth as shown in
Figure 5(c). The flux will enter the stator yoke from the right and left sides. To complete the stator part
dimension, in (7) was used. Sid is stator inner diameter, Sbr is stator bore diameter, Stw is stator tooth width, Stt
is stator tooth tang height, and Sd is slot depth. Wtt is stator tooth tang width, φx is portion flux enter from
permanent magnet to the stator tooth teeth pole. Next, to calculate the stator yoke thickness, Syt, in (8) was
applied after the stator inner diameter was defined. Later, the slot-depth was calculated by using (9) to (12).

𝑅𝑜𝑑 𝑆𝑡𝑤
𝑆𝑖𝑑 = ( )−( ) (7)
2 2

𝑆𝑦𝑡 = 𝑆𝑜𝑑 − 𝑆𝑖𝑑 (8)

2.𝜋𝑆𝑖
( )−𝑆𝑡𝑤
𝑁𝑠
𝜑𝑥 = [ ] 𝐵𝑔 𝑙𝑔 (9)
2

𝜑𝑥
𝑊𝑡𝑡 = (10)
𝐵𝑠𝑎𝑡 𝑙𝑎

𝑆𝑡𝑡 = 𝑆𝑏𝑟 + 𝑊𝑡𝑡 (11)

𝑆𝑑 = 𝑆𝑖 𝑑 + 𝑆𝑡𝑡 (12)

𝑤𝑐 ℎ𝑐
𝑁𝑝ℎ = × × coil factor (13)
𝑑𝑐 𝑑𝑐

𝐿
𝑅𝑐 = 𝜌 ( ) (14)
𝐴𝑐

Analysis of interior rotor for high-speed brushless DC motor … (Nurfaezah Abdullah)

1924  ISSN: 2088-8694

The final step in the design stage is to determine the permanent magnet and rotor sizes. The size of
the permanent magnet was limited according to the available size in the laboratory. The size used was 5 mm
x 3 mm. The Mw x Mh is the width and thickness of the permanent magnet. The permanent magnet material
utilized was Neodymium Boron Iron. The outside diameter of rotor was calculated next to the rotor size by
appropriately dividing the ratio to match the typical magnet size available. Therefore, the scale of the rotor
was calculated equal to half of the stator outer diameter. Each of rotor bridge and rotor web were fixed to 1
mm thickness to ensure it had same conditions for HV-IPM and H-IPM models. Considering the winding
arrangements, the number of windings turns, Nph, in (13) was used to assess the value. The value of wc is
approximate the coil width area, while hc is approximate height of coil area. wc and hc is illustrated
in Figure 6(a). The coil diameter was set to 0.7 mm due to the maximum allowable current in the motor
which is 10 A. In this work, slot fill factor was assumed to be 60% of full stator slot geometry. The motor
winding configurations is concentrated end winding as shown Figure 6(b). Generally, all parameters
calculated is listed in Table 2.

Wc

hc

(a) (b)

Figure 6. Winding turn and winding configurations: (a) winding turn and (b) winding configurations

Table 2. IPM-BLDC rotor design

Rotor configurations
Parameter C-IPM HV-IPM H-IPM
Rotor external diameter [mm], Rod 38
Rotor bridge [mm], Rbr 1
Rotor web [mm], Rw 1
Shaft diameter [mm], RSd 10
Magnet size, Mw x Mh [mm] 3x5
Stator tooth height [mm], Sth 15
Stator tooth width [mm], Stw 12
Slot opening [mm], So 1
Stator outer diameter [mm], Sod 84
Winding turns 30
Air Gap [mm], g 1
Stack length, ℓ [mm] 30

4. FEM SIMULATION AND ANALYSIS

This section discussed the simulation result analysis, which compared all three IPM models. The
models were simulated by using Ansys Maxwell FEM analysis. The performance of models was evaluated by
using transient magnetic solver to define the response in time domain. The internal time step was set based
on rated speed. The simulation results then compared to select the best IPM rotor structure. The cogging
torque and induce voltage analysis were carried out without any current excitation of the phase windings. The
model rotated according to the rated speed at 30,000 rpm. The phase resistance was ignored, and the model
was assumed to be in ideal condition. The cogging torque was computed by using (15). Where, Фg is air gap
flux, while R is air gap reluctance. Meanwhile, the induce voltage, back emf was computed by using (16) to
compare the profiles.
1 dR
𝑇cog =- 𝛷𝑔2 [Nm] (15)
2 dθ

dφ
back emf =N dt [V] (16)

The aim of comparing the simulation results is to find the induce voltage that close to trapezoidal
shape that is suitable for inverter driving signal, such as six-step commutation signal. The value of induce
voltage also must be in the acceptable range. In terms of cogging torque, low cogging torque value was the
best with the motor allowed to operate with minimum vibration during a real operation. The following

Int J Pow Elec & Dri Syst, Vol. 14, No. 4, December 2023: 1919-1928
Int J Pow Elec & Dri Syst ISSN: 2088-8694  1925

Figure 7 shows the results of induce voltage and cogging torque for all models of IPM rotor. Referring to
induce voltage simulation results in Figure 7(a), HV-IPM rotor had a good profiles that really close to
trapezoidal form while the C-IPM model and H-IPM model produced a sinusoidal induce voltage. In terms of
induced voltage level, H-IPM had the highest induce voltage as compared to other models. All models had a
relatively modest cogging torque that fell in the mili-Newton metre (mN.m) range. As indicated
in Figure 7(b), H-IPM had the lowest cogging torque, followed by HV-IPM and eventually C-IPM, which
had a larger cogging torque. Based on this finding, the HV-IPM rotor structure was chosen for fabrication.
The measurement results for the constructed motor are shown in the next section for validation.

50 20
H-IPM C-IPM

Cogging Torque, Tcog [mNm]

Induce Voltage, emf [V]

25 10
HV-IPM

C-IPM
0 0

H-IPM

2
-5 -10
HV-
IPM

5
-0 -20
0 45 90 135 180 0 45 90 135 180
Rotor Position,  [Deg] Rotor Position, [Deg]
(a) (b)

Figure 7. FEA analysis of three IPM-BLDC rotor structure: (a) induce voltage profile and (b) cogging torque

4.1. Measurement result

HV-IPM rotor shown in Figure 8 had been fabricated and assembled before ready to be tested in the
laboratory. Figure 8(a) shows the cross-sectional view of an IPM BLDC motor. This prototype was covered
with end cap for both sides and the stator were in the middle without stator casing as shown in Figure 8(b). A
bench test was conducted to validate that the design could be implemented and to assess the findings. The
goal of the bench test was to verify the induce voltage profile and establish HV-IPM ability to accomplish the
rated speed. The test was conducted by rotating the prototype with a constant rotation to let the motor
running at constant speed.

(a) (b)

Figure 8. HV-IPM motor: (a) cross sectional view and (b) assemble prototype

Afterwards, the motor was tested by using a basic variable speed driver to check whether the rotor
can operate at high speeds or otherwise. The completed prototype with a test bench setup is shown
in Figure 9(a). It showed the prototype was attached with the circuit driver for a speed test evaluation. The
motor running at 16 V voltage supply with 0.12 A current. The speed recorded about 14,000 rpm. Figure 9(b)
is the test bench to evaluate the induce voltage. The HV-IPM BLDC was rotated constantly to produce the
profiles of induce voltage. The result was captured by using an oscilloscope and compared to the simulation
Analysis of interior rotor for high-speed brushless DC motor … (Nurfaezah Abdullah)
1926  ISSN: 2088-8694

results. Figure 10(a) shows the induce voltage profile for three phase HV-IPM BLDC and Figure 10(b) is the
comparison between measurement and simulation for one phase. According to the results, the shape of
induce voltage was relatively constant between phases, with the highest value being slightly less than the
simulation value. This may be due to the saturation on stator pitch and slotting effect of stator surface.
Through the results, it showed that induce voltage profile from the measurement result had a good agreement
with the simulation results.

Osilloscope

HV - IPMBLDC

Power supply

Tachometer

Current probe
Circuit driver
HV –IPMBLDC

(a) (b)

Figure 9. Test bench: (a) experimental setup and (b) test bench for induce voltage

30 40
Phase A Simulation

15 20
Induce Voltage, emf [V]
Induce Voltage, emf [V]

Phase B

0 0

-15 -20
Measurement
Phase C

-30 -40
0 60 120 180 0 60 120 180
Rotor position,  [Deg] Rotor position, [Deg]
(a) (b)

Figure 10. HV shaped IPM-BLDC test bench result: (a) three phase EMF and (b) phase a induce voltage
profiles simulation and measurement comparison

5. CONCLUSION
In conclusion, the rotor type IPM motor structure for type HV IPM-BLDC had successfully designed
for High-Speed Electric Motor. The design of the motor could produce speed of 14,500 rpm and fulfil the
design restrictions. From the FEM analysis, the output motor can proceed at any rotor position to achieve the
performance in terms of low cogging torque and induce voltage. The findings showed that the model met the
design specifications and had good correlation FEM methods measurement results of hardware experimental.
Thus, this result will be used as a reference and proceed to next test bench for further work.

ACKNOWLEDGMENT
The authors would like to thank Ministry of Education Malaysia, Universiti Teknikal Malaysia
Melaka (UTeM).

Int J Pow Elec & Dri Syst, Vol. 14, No. 4, December 2023: 1919-1928
Int J Pow Elec & Dri Syst ISSN: 2088-8694  1927

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Analysis of interior rotor for high-speed brushless DC motor … (Nurfaezah Abdullah)

1928  ISSN: 2088-8694

BIOGRAPHIES OF AUTHORS

Nurfaezah Abdullah was born in Kuala Lumpur. She had received B.Eng. in
Power Electronics and Drives in 2012 and M.Sc. Electrical Engineering at University
Technical Malaysia Melaka. Currently, she is pursuing her PhD at University Technical
Malaysia Melaka. Her research interests include the field in machine design, photovoltaic
system, and power electronics. She can be contacted at email: [email protected].

Kasrul Abdul Karim received the M.Sc. from University of Bradford and
Ph.D. degrees from the University of Nottingham, UK, in 2003 and 2011, respectively. He is
currently associate professor at Faculty of Electrical Engineering, University Technical
Malaysia Melaka, Durian Tunggal, Malaysia. His research interests include electrical machine
design, power electronics, and electric vehicle. He can be contacted at email:
[email protected].

Raja Nor Firdaus Kashfi Raja Othman received B.Eng., M.Sc. and PhD in
Electrical Engineering from University Putra Malaysia in 2006, 2009 and 2013, respectively.
He is currently associate professor in Department of Power Electrical Engineering, Faculty of
Electrical Engineering, University Technical Malaysia Melaka. His research interest is applied
magnetics, electrical machines, magnetic sensor and drives. He can be contacted at email:
[email protected].

Auzani Jidin received the B. Eng., M. Eng. and Ph.D. degrees in power
electronics and drives from University Technology Malaysia, Johor Bahru, Malaysia, in 2002,
2004, and 2011, respectively. He is currently a Senior Lecturer with the Department of Power
Electronic and Drive, Faculty of Electrical Engineering, University Technical Malaysia
Melaka, Melaka, Malaysia. His research interests include the field of power electronics, motor
drive systems, field-programmable gate array, and DSP application. He can be contacted at
email: [email protected].

Tole Sutikno is a lecturer, and serves as the head of the Electrical Engineering
Department, as well as the head of the Master Program of Electrical Engineering within the
Faculty of Industrial Technology at Universitas Ahmad Dahlan (UAD) in Yogyakarta,
Indonesia. In 1999, 2004, and 2016, he graduated with a Bachelor of Engineering from
Universitas Diponegoro, a Master of Engineering from Universitas Gadjah Mada, and a
Doctor of Philosophy in Electrical Engineering from Universiti Teknologi Malaysia. All three
degrees are in the field of electrical engineering. Since the year 2008, he has held the position
of Associate Professor at the Universitas Ahmad Dahlan in Yogyakarta, Indonesia. He is
among the top 2% of researchers named by Stanford University and Elsevier BV as the most
influential scientists in the world for 2021–present. His research interests include the areas of
digital design, industrial applications, industrial electronics, industrial informatics, power
electronics, motor drives, renewable energy, FPGA applications, embedded systems, artificial
intelligence, intelligent control, digital libraries, and information technology. He can be
contacted at email: [email protected].

Int J Pow Elec & Dri Syst, Vol. 14, No. 4, December 2023: 1919-1928