International Review of Electrical Engineering (I.R.E.E.), Vol. 6, N.

2
March-April 2011

Axial-Flux Permanent-Magnet Brushless DC Traction Motor

for Direct Drive of Electric Vehicle

N. A. Rahim, W. P. Hew, A. Mahmoudi

Abstract – This paper presents the design of an inside-out axial-flux permanent-magnet

brushless dc motor for direct traction drive in an electric vehicle. The prototype motor is a
double-sided axial-flux permanent-magnet motor with non-slotted stator. The preliminary design
had 16 rotor poles, for high torque density and stable rotation at low speed. The design was
simulated via Finite Element Method Magnetics (FEMM) Software, for obtainment of design
parameters. The motor was fabricated and tested in an in-wheel test-bed. There exist close
agreements between the simulated and experimental results. Copyright © 2011 Praise Worthy
Prize S.r.l. - All rights reserved.

Keywords: Axial-Flux Permanent-Magnet Motor, Electric Vehicle, Finite Element Analysis

Nomenclature Ki Current waveform factor

Bg Air-gap flux density [Wb/m2]
Frm Vehicle driving resistance fe Electrical frequency [Hz]
fro Rolling-resistance force fm Mechanical frequency [Hz]
fst Climbing-resistance force A Electrical loading total [A]
fl Aerodynamic-resistance force Diameter ratio
fr Rolling-resistance coefficient Do Machine stator outer diameter [m]
M Vehicle mass [kg] Di Machine stator inner diameter [m]
g Gravity acceleration [m/s2] K Electrical loading ratio
Vehicle movement angle Ke EMF factor
Air density m1 Number of phases of each stator
Cd Air-resistance coefficient Ar Rotor electrical loading [A]
S Frontal projected area As Stator electrical loading [A]
v Vehicle speed KL Aspect ratio coefficient
v0 Headwind speed Dtot Machine outer diameter total [m]
min Minimum required torque [N m] Ltot Machine axial length total [m]
r Position vector den Torque density [N m/cm3]
Pmin Minimum required power [W] Wcu End-winding protrusion from iron stack [m]
m Rotor angular speed [rad/s] Dave Machine stator average diameter [m]
a Vehicle acceleration [m/s2] Kcu Copper fill factor
Paccel Power required to accelerate [W] Js Current density [A/m2]
Pout Rated power Lss Stator slot depth [m]
Motor efficiency Le Effective axial length of motor [m]
m Number of phases Ls Stator axial length [m]
e(t) Phase-air-gap EMF [V] Lcs Stator-core axial length [m]
i(t) Phase current [A] p Average air-gap flux density to its peak value
T Period of one EMF cycle [s] ratio
Kp Electrical power waveform factor Bcs Stator-core flux density [T]
fe(t) Normalized EMF waveforms Lr Rotor axial length [m]
fi(t) Normalized current waveforms Lcr Rotor-core axial length [m]
Epk Peak value of phase-air-gap EMF Lpm Permanent-magnet length [m]
Ipk Phase current peak value Bcr Rotor-disc flux density [T]
Irms Phase current rms value [V] Bu Flux density on permanent-magnet surface [T]
P Number of motor pole pairs g Air-gap length [m]
Kw Winding distribution factor µr Recoil relative permeability of magnet
Nph Number of winding turns per phase Br Permanent-magnet residual-flux density [T]

Manuscript received and revised March 2011, accepted April 2011 Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved

760
 N. A. Rahim, W. P. Hew, A. Mahmoudi

Kd Leakage-flux factor II. Design Procedure

Kc Carter factor
Kf Peak value corrected factor of air-gap flux II.1. Vehicle Dynamics
density A simple vehicle dynamics model to evaluate vehicle
Bgpk Peak value of air-gap flux density [Wb/m2] performance is presented. A simplified vehicle driving
Pe Electrical power [W] resistance or road load (Frm) consists of rolling resistance
Pm Mechanical power [W] force (fro), climbing resistance force (fst), and
aerodynamic drag force (fl):
I. Introduction
Frm f ro f st fl (1)
Protection of natural environments sparked interest in
electric vehicle (EV), which is non-polluting. EV was Rolling resistance (fro) is caused by on-road tire
first introduced in 1870; it had light electric motor and deformation:
very heavy storage batteries. Battery, electric motor, f ro f r M g (2)
motor drive circuit, and transmission gears make up EV
power system.
where fr, M, and g are rolling resistance coefficient,
Range of EV driving speeds was limited. Researchers
vehicle mass, and gravity acceleration, respectively.
and designers keep attempting more-efficient and more-
Climbing resistance (fst with positive operational sign)
reliable EV power systems. Improvements to each
and downward force (fst with negative operational sign)
subsystem have increased overall efficiency and driving
are given by:
range [1]-[6].
Attempts at finding the most suitable EV motor are
keen pursuits of researchers and engineers throughout f st M g Sin (3)
the world. Permanent-magnet motors already developed
for electric vehicles fulfill requirements for, e.g., high where, is angle of vehicle movement relative to
power-density, high efficiency, high starting torque, and horizon. Aerodynamic drag force (fl) is air viscous
high cruising speed. Low cost, high speed, low torque- resistance on vehicle:
ripple, high reliability, established manufacturing
technology that includes converter, and absence of 1 2
fl Cd S v v0 (4)
position sensors make induction motor the preferred 2
drive system [7]. Compactness, low weight, and high
efficiency of permanent-magnet brushless DC motors are where, is air density, Cd is air-resistance coefficient, S
suitable options for EV propulsion [8]-[11]. Motors is frontal projected area, v is vehicle speed, and v0 is
designed for EV drive can be classified as direct drive headwind speed. Acting as propulsion, driving force is
[12] or indirect drive [13]. Direct-drive motor is wheel- applied to wheels to overcome driving resistance.
mounted. Mechanical deferential and transmission gears, Driving force lower than driving resistance does not
including the associated energy losses, are thus make vehicle roll. In angular movement, minimum
eliminated. required torque for vehicle propulsion is:
Not only is efficiency improved, but vehicle weight is
reduced. Slotless AFPM motors have over conventional min r Frm (5)
radial-flux motors advantages such as high torque-to-
weight ratio, high efficiency, adjustable air gap, balanced where, r is position vector. Minimum power required is
motor-stator attractive forces, and better heat-removal thus:
[14]-[17].
This paper presents the design of and experimental
Pmin min (6)
work on slotless AFPM motor for EV. The motor is
designed for placement inside the wheel of a motorcycle.
Its specifications are according to typical vehicle where, m is rotor angular speed. Acceleration is
dynamics. important to vehicle movement; energy losses caused by
Sizing equations of TORUS AFPM machines are it (a) must factor in calculations. Power required to
derived via generalized sizing equation, to calculate accelerate EV is thus:
motor’s power-production potential. The sizing equation
is used for optimum machine design. Finite-element Paccel M va (7)
analysis is then performed in field analysis of the
proposed motor topology. Power at wheels is:
Finally, a prototype motor is fabricated, and
experiments performed, for information on possible Pout Paccel Pmin (8)
current driving patterns.

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

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 N. A. Rahim, W. P. Hew, A. Mahmoudi

e(t) is phase air-gap EMF, i(t) is phase current, is

machine efficiency, m is number of machine phases, and
T period of one EMF cycle. Epk and Ipk are peaks of
phase air-gap EMF and of current, respectively. Kp is
electrical power waveform factor, defined as:

1 T e t i t 1 T
Kp dt fe t fi t dt (10)
T 0 E pk I pk T 0

Fig. 1. Proposed Driving Cycles for Electric-Vehicle Design

where fe(t)=e(t)/Epk and fi(t)=i(t)/Ipk are expressions for
To design EV motor propulsion, vehicle dynamics normalized EMF and current waveforms. For effect of
should first be determined. Fig. 1 is EV cruising current waveform, current waveform factor (Ki) is
scenario, which includes an EV’s typical-trip elements defined and presented:
such as increasing speed, constant speed, and braking
action. Power needed by the vehicle is calculated from I pk 1
Ki (11)
the proposed driving cycle in Fig. 1, together with I rms 2
Equations (1) to (8). Table I lists the parameters used in 1 T i t
dt
the study. T 0 I pk
TABLE I
PARAMETERS USED IN THIS STUDY
Vehicle Specification where, Irms is phase-current rms value. Table III lists
Weight of Vehicle 80 kg typical waveforms and their corresponding power-
Weight of Passengers 70 kg waveform factor (Kp) and current-waveform factor (Ki)
Wheel Radius (Rd) 0.30 m
Tire Set 3 units
[14]. Peak value of phase-air-gap EMF for equation (8)’s
Drive System Front drive AFPM motor is:
Frontal Area (S) 0.4 m2
Air Resistance Coefficient (Cd) 0.35 f 2
Tire Resistance Coefficient (fr ) 2.5×10-3 E pk K e N ph Bg 1 Do2 (12)
Air Density ( ) 1.22 kg/m3 p
Maximum Speed (vmax) 60 km/h
Ke is EMF factor incorporating winding distribution
II.2. Sizing Equation factor (Kw) and per-unit portion of air-gap area-total
spanned by machine’s salient poles (if any); Nph is
An optimum design would be maximized torque number of turns per phase; Bg is flux density in air gap; f
density while desired efficiency is maintained within is converter frequency; P is machine pole pairs; is
design restrictions and requirements (see Table II). AFPM diameter ratio Di /Do; Do is diameter of machine
outer surface; Di is diameter of machine inner surface.
TABLE II
DESIGN RESTRICTIONS AND REQUIREMENTS Equation (9)’s peak phase current is:
Dimensional Constraints
Stator Outer Diameter 460 mm 1 Do
Total Axial-Length 80 mm I pk A Ki (13)
Air-Gap 1 mm 2 2m1 N ph
Limits on Power Systems
Permanent Remanence 1.3 T where, m1 is number of phases of each stator, and A is
Rated Line-to-Line Voltage (rms) 70V
Input Phase Current (rms) 30A
electrical loading. Other authors have provided a
Requirements general-purpose sizing equation for AFPM machines; it
Maximum Torque 36.5 N.m takes the following form:
Output Power 1.8 kw
Motor Efficiency >90% 1 m
Pout K e Ki K p K L Bg A
1 K m1 2
Main dimensions of each electrical machine are (14)
determined via electrical-machine-output power f 2 1
1 Do2 Le
equation. Assuming negligible leakage inductance and P 2
resistance, rated power is expressed as [18]:
m1 is number of phases of each stator; Le is effective
m T axial length of the motor; K is electrical loading ratio on
Pout e t i t dt mK p E pk I pk (9)
T 0 rotor and stator; KL is aspect ratio coefficient pertinent to
a specific machine structure, with considerations for
effects of losses, temperature rise, and the design’s

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

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 N. A. Rahim, W. P. Hew, A. Mahmoudi

efficiency requirements. Also, machine torque density Le Ls 2 Lr 2g (19)

for volume total is defined as:
Lr is axial length of rotor, and g is air-gap length.
Pout Axial length of stator Ls can be written as:
den (15)
2
m Dtot Ltot Ls Lcs 2 Lss (20)
4

m is rotor angular speed, Dtot and Ltot respectively are Axial length of stator core Lcs can be written as:
machine outer diameter total and machine length total
including stack outer diameter and end-winding Bg p Do 1
protrusion from radial and axial iron stacks. Lcs (21)
4 pBcs
The generalized sizing equation approach can easily
be applied to double-sided axial-flux permanent-magnet where Bcs is flux density in stator core, and p is ratio of
TORUS type motor. The outer surface diameter (Do) can average air-gap flux density to peak air-gap flux density.
be written as: Axial length of rotor Lr becomes:

Pout Lr Lcr L pm (22)

Do (16)
3 m f 2 1
K e K p Ki ABg 1
2 m1 p 2 Lpm is permanent-magnet length; axial length of rotor
core Lcr is:
Machine outer diameter total Dtot for the TORUS Bu Do 1
Lcr (23)
motor is given by: 8 pBcr

Dtot Do 2Wcu (17) where Bcr is flux density in rotor disc core, and Bu is
attainable flux density on permanent-magnet surface.
TABLE III Permanent-magnet length Lpm can be calculated as:
TYPICAL PROTOTYPE WAVEFORMS
Model e(t) i(t) Ki Kp
r Bg
Lcr Kc g (24)
Sinusoidal 0.5Cos Kf
2 Br Bg
Kd

Sinusoidal 2 0.5
where µr is magnet’s recoil relative permeability, Br is
permanent-magnet material residual-flux density, Kd is
Rectangular 1 1
leakage flux factor, Kc is Carter factor, Kf =Bgpk/Bg is
peak value corrected factor of air-gap flux density in
radial direction of AFPM motor. These factors can be
Trapezoidal 1.134 0.777
obtained from FEM analysis [19].
In AFPM motors, air-gap flux density and diameter
ratio are the two important design parameters having
significant effect on motor characteristics. To optimize
Triangular 3 0.333 motor performance, diameter ratio and air-gap flux
density must be chosen carefully. The optimum design
should maximize power density while maintaining
where, Wcu is protrusion of end winding from iron stack, desired efficiency within design restrictions (Table II). In
in radial direction. For back-to-back wrapped winding, design studies, diameter ratio and air-gap flux density are
protrusions exist towards machine axis as well as design parameters. Fig. 2 shows power density variation
towards the outsides, and can be calculated as: as a function of air-gap flux density, and diameter ratio
of the AFPM motor.
2 ADave
Di Di2
K cu J s III. Simulation and
Wcu (18)
2 Finite Element Analysis
where, Dave is average diameter of the machine, Js is The design was simulated via Finite Element Method
current density, and Kcu is copper fill factor. Note that for Magnetics (FEMM) Software. The simulation model
slotted machines, depth of stator slot is Lss=Wcu. Axial reached the output (2.7 kW) targeted for the electric
length Le of machine is given by: motorcycle.

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

763
 N. A. Rahim, W. P. Hew, A. Mahmoudi

of magnet inner to outer diameter (Dave=(Di+Do)/2).

Fig. 2. Torque density vs. air-gap flux density and diameter ratio
The FEMM 4.0 software allows calculating in 2-D
space, so the actual motor had to be modified to the flat
model, in which all curvatures were developed relative to
average diameter placed middle of stator core or average
Corresponding materials and circuit currents were
assigned to each block of the model; see Fig. 3(a). The
motor’s 2-D model is symmetric, so 16 magnetic poles
were sliced to reduce simulation/calculation time, and the
FEMM model became six magnetic pole pieces. Results
from the model were calculated via LUA programming
language, to obtain values for the entire motor. For
simulation, input parameters needing consideration were
permanent-magnet thickness, air-gap width, and
magnetic properties of all active materials.
Fig. 3(b) shows the magnetic flux density generated
by the permanent magnets.

(a) AFPM motor model in 2D with Fine Meshing (b) Magnetic-flux density FEMM simulation

Figs. 3. AFPM motor simulation using FEMM

The relatively symmetrical distribution of the FEA was for overview of saturation levels in various
magnetic-flux density relative to radial symmetrical axis parts of the machine, for comparison of flux densities
of the magnets indicates current’s negligible influence on obtained from FEM with sizing analysis.
resultant magnetic field. Maximum flux density is higher Table V tabulates results for the comparison, which
in the stator core than in the rotor because the stator core was done at no load and for various parts of the machine.
is laminated steel that saturates at much higher values. The no-load flux density plots show consistency with
Table IV shows the parameters and the optimized sizing analysis, maximum flux density of rotor and of
TORUS motor dimensions calculated via sizing stator almost equal. Maximum and average air-gap flux
equations. densities from FEM and from sizing analysis agree, too.
TABLE IV Fig. 4 compares calculated back-EMF against
MOTOR DIMENSIONS
electrical angle of the designed motor, from FEA and
Rotor Inner Diameter 130 mm
from the no-load experiment at 700 rpm. The
Rotor Outer Diameter 230 mm experiment’s peak back-EMF was 90.4V, slightly less
Number of Windings 48 than the 95V computed value, agreeing closely with the
Number of Turns 12 computed waveform.
Magnetic Pole 16 Fig. 5 compares experiment torque against electrical
angle variation, and predicted torque from FEA; both
Magnet Thickness 7 mm
closely agree. At 30A rated current and 700rpm rated
Magnet Arc 18o speed, the motor produces 37.4Nm maximum torque
Magnet Material Nd-Fe-B, N35 while the simulation showed 36.78Nm.
Back-Iron Thickness 12 mm
TABLE V
Rated Voltage Line-to-Line 64V FLUX DENSITY COMPARISON OF THE DESIGNED MOTOR
(rms) Rotor Air-gap stator
Rated Phase Current (rms) 30A Bcr Bmax Bave Bcs
Output Power 1.8 kW FEM 1.2 0.81 0.52 1.15
Sizing Eq. 1.1 0.8 0.5 1.1

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

764
 N. A. Rahim, W. P. Hew, A. Mahmoudi

Fig. 4. Back-EMF at 700 rpm

Fig. 6. Surface-mounted permanent-magnet arrangement

on rotor back-iron

Fig. 5. Mechanical torque at 30A

The results show the motor’s ability to fulfill the

electric motorcycle’s power requirement.

IV. Fabrication and Experiment Works

Fig. 7. Toroidal windings for a slot-less stator
The motor costs relatively low to manufacture, as
there are no stator teeth. The stator lamination silicon
The shaft was embedded with stator components; see
steels are rolled; no need to wire-cut or laser-cut.
Fig 8. It kept the stator from returning to a direction
Components such as rotor plate and shaft are also
opposite to rotor (wheel), so the shaft had to be strong
designed simply and also cost relatively low to
enough for the stator to hold up to the motor’s torque.
manufacture. Absence of teeth makes windings difficult
to assemble. The motor uses encapsulated thermal
conductor epoxy; good for releasing heat, but stands up
to only 80°C before its rigidity decreases.

IV.1. Manufacturing
Design challenge in manufacturing the AFPM motor
is maintaining air gap between stator and rotor. Magnetic
interaction between rotor magnet and stator back-iron is
quite large (752 N simulated value for this motor). The
air-gap needs to be the smallest possible; in the design,
1mm. Fig. 6 shows the active parts assembled and the
rotor’s fabricated surface-mounted permanent-magnet
mount. Fig. 8. Shaft with hole-through for phase-winding terminal outlet
Windings were professionally hand-made; see Fig. 7.
They were placed on flat-stator-core surface. To prevent IV.2. Driving System
the windings from missing its position and from
vibration during motor operation, a type of epoxy resin To rotate the motor, the stator windings should be
was applied, giving the windings characteristics such as energized in sequence. Knowledge of the rotor’s
stiffness in working temperature, original dimensions, positioning is important, to understand which winding is
and good thermal conductivity for heat-release. energized following the energizing sequence. Rotor

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

765
 N. A. Rahim, W. P. Hew, A. Mahmoudi

position was sensed by Hall Effect sensors embedded in

stator. Whenever rotor magnetic poles passed near the
Hall sensors, they gave high or low signals, indicating
which pole (the N or the S) is passing. A combination of
three of the Hall sensor signals enables determination of
the exact sequence of commutation. Fig. 9 exemplifies
Hall sensor signals related to back-EMF and phase
current. Fig. 10 shows the Hall sensor’s position on a
three-phase coreless stator.

(a) Switching diagram

Fig. 9. Single Hall-sensor position signal (green)

on three-phase back-EMF

Hall
sensors
windings

(b) Current-Flow to the Motor Winding at One Commutation-Step

Figs. 11. Switching sequence

stator
back iron

Fig. 10. Hall-Sensor Position on Stator

Fig. 11(a) shows the switching sequence to be

followed relative to signals of the Hall sensors. Fig. (a) Commutator circuit
11(b) shows current to the motor winding at one
commutation step. Each commutation sequence of a
three-phase motor has one winding energized to positive
power (current enters the winding), another to negative
(current exits it), and another is not energized.
Figs. 12 show the commutator circuit and the six-gate
drive. One Hall sensor changes state for every 60
electrical degrees of rotation. One electrical cycle (360
electrical degrees) takes six steps to complete. Every 60
electrical degrees, phase-current switching is
synchronously updated. One electrical cycle, however,
(b) Six gate-drive
may not correspond to one rotor revolution (mechanical).
Figs. 12. Commutator circuit and six gate-drives

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

766
 N. A. Rahim, W. P. Hew, A. Mahmoudi

Completion of a mechanical rotation is determined by

rotor-pole pairs, via number of electrical cycles to be
repeated.
One rotor-pole pair completes one electrical cycle:

fe
fm (25)
2P

fe and fm are electrical and mechanical frequency

respectively.

V. Experiment Results
Fig. 13 shows the experiment test-bench set-up in
University of Malaya’s Department of Electrical Fig. 13. Motor experiment test-bench set-up with NI® data logger
Engineering, for performance test of the in-wheel motor.
A National Instrument Data Acquisition System with
LabVIEW™ interface was used to obtain test data and
plot performance curves. Motor torque and back-EMF
were the main performance parameters obtained. During
cruising-speed test, secondary measurements such as
temperature rise in the motor’s critical parts were also
recorded.
Figs. 14 and 15 show graphs of back-EMF and torque.
Back-EMF maximum output was 180V peak-to-peak,
and torque output at rated current (30A) was about 37.4
N.m. Back EMF was acquired by mechanically turning
the wheel at a particular speed, and then measuring
terminal voltage.
Fig. 14. Comparison of Back-EMF results obtained from experiment
Motor speed was captured on a tachometer, which and from FEM simulation
obtained the speed from the Hall-sensor pulse train.
Under such conditions, the machine then acted as
generator. At no-load condition, terminal voltage of the
machine equaled generated back-EMF. Motor torque was
measured on a load-cell force sensor, which was
mounted on a free-rolling shaft. Constant, controlled
current was injected into the motor from an inverter. The
wheel was loaded with roller brake. Torque could be
increased to maximum value quickly, and to twice the
rated value.
Input power (Pi) is the electric energy that runs the
motor. Mechanical power delivered by the motor (Pm) is
torque and speed, and overall motor efficiency is the
ratio of input power to mechanical power: Fig. 15. Comparison of torque results obtained from experiment and
from FEM simulation
Pi 3V ph I ph (26)

Pm m (27)

Pm
(28)
Pi

Fig. 16 is a plot of measurement results, showing

input power, mechanical output power, and overall
efficiency. Results indicate the machine’s efficiency is
more than 90%.
Fig. 16. The motor’s performance-test results

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

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 N. A. Rahim, W. P. Hew, A. Mahmoudi

VI. Conclusion [12] F. Caricchi, F. Crescimbini, F. Mezzetti, E. Santini, Multistage

The design, simulation, and testing of an AFPM wheel
motor have been presented. Its high torque-density was
the parameter of concern. The aim was for maximum-
torque-density double-sided AFPM motor. Flux-densities
of various parts of the motor were compared via sizing
analysis, FEM, and experiment, each at no-load, all
agreed in their results.
Results of experiment and simulation show the
motor’s actual back-EMF value during testing to be 90.4
Vmax at 700rpm. The test result was 4.8% less than that of
the simulated result (95 Vmax). The difference could be
due to the winding arrangement, which was slightly
different during fabrication. Torque produced during
experiment was 37.4Nm, with 30A input current,
whereas torque produced in simulation was about
36.78Nm for the same condition. The motor’s design
achieved the required motor specification. Its efficiency
was 90%, and its design suits EV application.
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Authors’ information
Corresponding Author:
Tel: +60136778050
Fax: 03-7967 5317
E-mail: amaminmahmoudi@gmail.com
Nasrudin Abd. Rahim was born in Johor,
Malaysia, in 1960. He received his B.Sc. (Hons.)
degree in 1985, and his M.Sc. degree in 1988,
both from the University of Strathclyde,
Glasgow, UK. His Ph.D. degree was awarded in
1995 by Heriot-Watt University, Edinburgh,
U.K.
He is a Professor at the Department of Electrical
Engineering, University of Malaya, Malaysia, Director of the
University of Malaya Power Electronics, Drives, Automation and
Control (UMPEDAC) Research Centre, and Chairman of University of
Malaya Advanced Engineering & Technology Research Cluster.
Dr. Rahim is a Fellow of the Institution of Engineering and
Technology, UK, and a Chartered Engineer. He had been Chairman of
IEEE’s Power Engineering Society/Electric Machinery Committee
Motor Subcommittee Working Group 8 (WG-8) covering reluctance
motors. His research interests include power electronics, real-time
control systems, electrical drives, and renewable energy (solar and
wind).
Hew Wooi Ping was born in Kuala Lumpur,
Malaysia, in 1957. He obtained his Bachelor of
Engineering (Electrical) degree in 1981, and his
Master of Electrical Engineering degree from
University of Technology, Malaysia. His Ph.D.
degree was awarded in 2000 by University of
Malaya, Kuala Lumpur, Malaysia.
He is an Associate Professor at the Department
of Electrical Engineering, University of Malaya.
Dr. Hew is a Member of IET and a Chartered Engineer. His research
interests include electrical drives, electrical machine design, application
of fuzzy logic/neural network to electrical-machine-related applications,
and renewable energy (solar and wind).

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

768
 N. A. Rahim, W. P. Hew, A. Mahmoudi

Amin Mahmoudi was born in Bandar Abbas,

Iran, in 1983. He received the B.S. degree in
electrical engineering from Shiraz University,
Shiraz, Iran in 2005 and the M.S. degree in
electrical power engineering was awarded from
Amirkabir University of Technology, Tehran,
Iran, in 2008.
He is currently a lecture at the Department of
Engineering, HELP College of Arts and Technology, Kuala Lumpur,
Malaysia. Mr. Mahmoudi is working toward the PhD degree in the
Department of Electrical Engineering at University of Malaya, Kuala
Lumpur, Malaysia. His research interests are numerical methods in
electrical engineering, modeling and design of electrical machinery.

Copyright © 2011 Praise Worthy Prize S.r.l. - All rights reserved International Review of Electrical Engineering, Vol. 6, N. 2

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