IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 48, NO.

6, DECEMBER 2001

1065

Design and Implementation of the Extended Kalman

Filter for the Speed and Rotor Position Estimation
of Brushless DC Motor
Bozo Terzic, Member, IEEE, and Martin Jadric, Member, IEEE

AbstractA method for speed and rotor position estimation

of a brushless dc motor (BLDCM) is presented in this paper.
An extended Kalman filter (EKF) is employed to estimate the
motor state variables by only using measurements of the stator
line voltages and currents. When applying the EKF, it was
necessary to solve some specific problems related to the voltage
and current waveforms of the BLDCM. During the estimation
procedure, the voltage- and current-measuring signals are not
filtered, which is otherwise usually done when applying similar
methods. The voltage average value during the sampling interval
is obtained by combining measurements and calculations, owing
to the application of the predictive current controller which is
based on the mathematical model of motor. Two variants of the
estimation algorithm are considered: 1) speed and rotor position
are estimated with constant motor parameters and 2) the stator
resistance is estimated simultaneously with motor state variables.
In order to verify the estimation results, the laboratory setup has
been constructed using a motor with ratings of 1.5 kW, 2000 r/min,
fed by an insulated gate bipolar transistor inverter. The speed and
current controls, as well as the estimation algorithm, have been
implemented by a digital signal processor (TMS320C50). The
experimental results show that is possible to estimate the speed
and rotor position of the BLDCM with sufficient accuracy in both
steady-state and dynamic operation. Introducing the estimation of
the stator resistance, the speed estimation accuracy is increased,
particularly at low speeds. At the end of the paper, the characteristics of the sensorless drive are analyzed. A sensorless speed
control system has been achieved with maximum steady-state
error between reference and actual motor speed of 1% at speeds
above 5% of the rated value.
Index TermsBrushless dc motor, digital signal processor,
extended Kalman filter, predictive current controller, speed and
rotor position estimation.

I. INTRODUCTION

HE brushless dc motor (BLDCM) has trapezoidal electromotive force (EMF) and quasi-rectangular current waveforms. Three Hall sensors are usually used as position sensors
to perform current commutations every 60 electrical degrees. In
addition, for servo drive applications with high stationary accuracy of the speed and rotor position, the BLDCM requires a
rotor position sensor, such as resolver or absolute encoder. All
the sensors mentioned increase the cost and size of the motor
and reduce its sturdiness. Because of these reasons, the BLDCM
Manuscript received March 10, 2000; revised June 1, 2001. Abstract published on the Internet October 24, 2001.
The authors are with the Faculty of Electrical Engineering, Mechanical
Engineering and Naval Architecture, University of Split, 21000 Split, Croatia
(e-mail: bterzic@fesb.hr).
Publisher Item Identifier S 0278-0046(01)10269-8.

without position and speed sensors has attracted wide attention

and many papers have reported on it.
In most existing methods, the rotor position is detected every
60 electrical degrees, which is necessary to perform current
commutations. These methods are based on: 1) using the back
EMF of the motor [1], [2]; 2) detection of the conducting state of
freewheeling diodes in the unexcited phase [3]; and 3) the stator
third harmonic voltage components [4]. Since these methods
cannot provide continual rotor position estimation, they are not
applicable for the sensorless drives in which high estimation
accuracy of the speed and rotor position is required. In that
case, it is necessary to estimate rotor position continually, not
only every 60 electrical degrees. In [5], the rotor position of the
BLDCM is estimated continually using measured motor voltages and currents with the aim of estimating flux linkage. At
each time step, the motor current is estimated in two stages
to correct the predicted rotor position and the estimated flux
linkage. The estimation results have been obtained using offline-measured voltages and currents with a 10- s sampling
time. The accuracy of the rotor position estimation depends
significantly on the motor parameter variation and accuracy of
measured voltages and currents. In [6] and [7], the rotor position and speed of the permanent-magnet (PM) motor have been
estimated by the extended Kalman filter (EKF). This method is
applied to the motor with trapezoidal EMF and sinusoidal waveform currents, and is not directly applicable to the motor with
rectangular currents.
In this paper, a method is presented by means of which the
speed and rotor position of the BLDCM are continually estimated. This method is based on the application of the EKF,
which is an optimal recursive estimation algorithm for nonlinear
systems that are disturbed by random noise. The EKF approach
appears to be a viable and computationally efficient candidate
for the online estimation of the speed and rotor position of the
PM motors [8]. This is possible since mathematical models of
motors are sufficiently well known. As is different from most
of the similar methods dealing with estimation of the electric
machine variables, in which the measuring voltages and currents are filtered in order to eliminate high harmonic components [6], [8], with this method, voltages and currents are measured without previous filtering. A special procedure is applied
to obtain the line voltages average value combining measurements and calculations, which is made possible owing to the application of the predictive current controller. The experimental
results of the speed and rotor position estimation are obtained
using two variants of the estimation algorithm. In the first of

02780046/01$10.00 2001 IEEE

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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 48, NO. 6, DECEMBER 2001

Fig. 1. System configuration for speed and rotor position estimation of BLDCM.

them, the speed and rotor position are estimated with constant
motor parameters and, in the second variant, the motor variables
and stator resistance are estimated simultaneously. At the end
of this paper, the characteristics of the sensorless drive are analyzed.
II. DESCRIPTION OF THE ESTIMATION ALGORITHM
A. System Configuration
Fig. 1 shows the block diagram of the system for speed and
rotor position estimation of a BLDCM. The system can be functionally divided in two basic parts: the speed control system and
the estimation system. The first one consists of a power circuit (dc supply, inverter, and motor) and control circuits which
perform three functions: current commutation, current control,
and phase currents
and speed control. The measured speed
, as well as the estimated rotor position
,
are used as feedback signals. Although application of the estimated variables in the control circuits is not necessary for the
estimation procedure, it turned out that using the estimated rotor
position as a feedback signal improves the estimation results.
The main blocks of the estimation algorithm are the EKF
and the block for calculating average motor line voltages
during sampling time. The average line voltages vector, defined
on the basis of average line voltages in the -sampling time
, is calculated at the beginning of the
sampling time by means of terminal voltages to neutral-point
, the inverter transistors duty
vector
, the inverter dc voltage
, the estimated speed
cycle
, and measured currents vector
and rotor position
. Vector
forms, along with the measured
, a set of the EKF input variables,
currents vector
by means of which speed and rotor position are estimated.
The algorithm for determining line voltages (without filtering),
based on measurements and calculations, represents a peculiarity differing this estimation method from similar methods
dealing with estimation of the electric machine variables [6],
[8]. For this purpose, it was necessary to apply a discrete-time
, indispensable
current controller calculating duty cycle

for average line voltage determination. The predictive current

controller has been chosen [9]. In addition to the reference
and actual currents, its input variables are measured speed and
estimated rotor position. The control signal , turning on/off
the active pair of the inverter transistors, is generated on the
. The active pair
basis of the duty cycle and sampling time
of inverter transistors is determined by commutation logic,
using the estimated rotor position.
B. Predictive Current Controller
The current controller algorithm is based on the voltage equation describing the two-phases interval, i.e., the mode in which
the current flows through two phases and equals zero in the third
phase. By means of this equation, the average value of the line
would
voltage is calculated so that the feedback current
at the end of the sampling
be equal to the reference one
interval. The feedback current is different at intervals of 60 ,
because the phase current which in the respective interval increases from zero absolutely is chosen. In this way, the fastest
commutation is achieved. The average line voltage is
(1)
where , , and are motor parameters, and is sampling
to be constant,
time. Assuming the inverter input voltage
the duty cycle can be calculated according to
(2)
In addition, the task of the current controller is to generate a
for controlling the active pair of the
continuous-time signal
transistors. In order to insure that the average value of the motor
current is equal to the reference one, the turn-on interval has
been distributed in two equal parts, one of which is at the beginning and the other at the end of the sampling interval [Fig. 2(a)].
Fig. 2(b) illustrates the case when the complete turn-on interval
is at the beginning of the sampling interval, due to which a difference arises between the average value of the motor current
and the reference current
.

TERZIC AND JADRIC: EKF FOR THE SPEED AND ROTOR POSITION ESTIMATION OF BLDCM

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as state variables. As the stator winding neutral point is not

accessible, which makes it impossible to directly measure phase
voltages, it is necessary to define a BLDCM model with line
. On the basis of the
voltages as input variables
BLDCM model with phase voltages, the following model has
been derived:

Fig. 2. Disposition of the turn-on/off intervals within the sampling time. (a)
).
Correct ( = ). (b) Incorrect (

I >i

(6)

C. Line Voltages Calculation

are average values
The input vector elements of the EKF
of the motor line voltages during the sampling interval and are
calculated by means of
(3)
(4)
(5)
,
, and
are average values of the motor
where
terminal voltage to neutral point ( in Fig. 1) in the interval
. The
,
, and
are calcu,
, and
lated using the duty cycle and the voltages
measured at the beginning of the sampling interval. Various relations are obtained because the waveform of these voltages varies in each one-sixth of the electric period, depending on
whether or not the current flows through the respective phase.
These relations are given in Table I for all six intervals, for the
chosen direction of rotation.
In the two-phases mode, the voltages of the phases through
which the current flows change on impulse with period and
duty cycle . The corresponding relations in Table I have been
obtained on the assumption that the forward voltage drops of
the inverter transistors and freewheeling diodes are equal. The
voltage of the phase through which the current does not flow
changes almost linearly and its average value can be assumed
to be equal to the measured value at the beginning of the sampling interval. Analyzing the commutation process, the conclusion can be arrived at, that the relations for the average values of
the line voltages, obtained for the two-phases mode and shown
in Table I, are valid during commutation, too. A special problem
is the determination of the voltage average value in the interval
within which the commutation and two-phases modes interchange. For this interval, it is not possible to determine with sufficient accuracy the voltage average value of the corresponding
phase, so that, in order to achieve a satisfactory estimation accuracy, it is necessary to increase the corresponding elements of
the state noise covariance matrix in the respective interval.
D. Motor Discrete-Time Model
reference frame
The BLDCM is modeled in the stationary
, speed
, and rotor position
using phase currents

where is the inertia moment and is the number of pole pairs.

and the angles of commutation start

The coefficients
, by means of which the trapezoidal back electromotive
force is described, vary in dependence of the rotor position and
are given in Table II.
Taking into consideration the fact that the electromagnetic
torque is a function of the state variables, system (6) can be
written as a matrix equation
(7)
The Kalman filter being based on the discrete-time system, it is
necessary that, from model (7), representing a continuous statespace model, the following equivalent discrete-time system be
deduced:
(8)
If the continuous system is sampled with interval , which is
at least ten times shorter than the stator time constant
, then the matrices of the discrete-time system (8) can
be obtained by Eulers approximation
(9)
The sampling interval being much shorter than the motor inertia
constant, the speed can be supposed to be constant during one
sampling interval, which results in the mechanical equation of
motion within system (8) assuming the following form [6]:
(10)
In order to estimate the stator resistance at the same time with the
state variables, it is necessary to extend the state vector with
andintroduce anewsystemequationwhichassumes thatthestator
resistance does not change during one sampling period [10]
(11)
For the EKF application, it is necessary to extend the machine
discrete model (8) with the equation connecting output with
state variables
(12)

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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 48, NO. 6, DECEMBER 2001

TABLE I
RELATIONS FOR THE CALCULATION OF THE AVERAGE VALUES OF THE MOTOR TERMINAL VOLTAGES TO NEUTRAL POINT

TABLE II
COMMUTATION START ANGLES AND COEFFICIENTS OF THE SYSTEM (6)
AS A FUNCTION OF THE ROTOR POSITION

At the instant
, the predicted state variables and their
covariance are corrected using the following [11]:
(18)
(19)
(20)
To start the calculation, it is necessary to define the state
variables vector and the estimation error covariance matrix at
. Assuming all the currents to have
the initial instant
the same measurement error, the measurement noise covariance
matrix has the following diagonal structure:

Because of measurement errors and inaccuracy of the machine

model, stochastic variables are introduced, i.e., measurement
and system noise vector
. These varinoise vector
ables are supposed to be Gaussian white noises. They have a
zero expectation and are characterized by their covariance ma[11].
trix
The BLDCM stochastic discrete-time model can finally be
described as
(13)
(14)
where definitions are given at the bottom of the next page.
E. EKF
The EKF is an efficient state estimator for nonlinear systems.
The EKF consists of the prediction and correction equations.
By means of the estimated state variables and input variables at
, the state variables
and the estimation
the instant
at the instant
are
error covariance matrix
predicted. The prediction equations are [11]
(15)
(16)
where
(17)

(21)
is the measurement and A/D converting error of the
where
current.
The state noise covariance matrix also has a diagonal structure
(22)
,
, and
represent the estimation incerThe elements
titude of the machine currents, being equal for all the phases,
and are defined differently in the commutation interval and out
of it. Estimation incertitudes of the speed and rotor position
are determined by the change of the rotor speed
during one sampling time, so that different values are set in
steady-state and dynamic conditions [6]. The element
represents the estimation incertitude of the stator resistance.
Since the change of the resistance during a sampling interval is
should be very low or zero [10].
negligible,
III. EXPERIMENTAL RESULTS
A. Laboratory Setup
For experimental verification of the proposed estimation
method, a laboratory setup has been designed and made. Its
configuration is shown in Fig. 3. The motor rating is: 1.5 kW,
118 V, 15.9 A, 2000 r/min, and the rating of the insulated
gate bipolar transistor (IGBT) inverter is: 300 V, 20 A. The
three-phase supply voltage is rectified by a three-pulse diode

TERZIC AND JADRIC: EKF FOR THE SPEED AND ROTOR POSITION ESTIMATION OF BLDCM

1069

a digital signal processor (DSP) (TMS320C50) [11]. The EKF

sampling period equals the sampling time of the current control
and is 200 s. Within this interval, the EKF algorithm (140 s)
as well as the control algorithm (30 s) are performed.
B. Results Obtained Assuming Constant Motor Parameters

Fig. 3. Configuration of the experimental system.

rectifier, so that the dc-link minus pole is connected to the

neutral point of supply. Thus, the measurement of terminal
voltages to the neutral point by means of the voltage divider
without galvanic isolation of the power circuit from the control
circuits is rendered possible. The currents are measured with
Hall-effect sensors. The voltage and current signals are adjusted
and sampled simultaneously with 12-bit A/D converters. The
control and estimation algorithm has been implemented using

All vectors and matrices used in matrix equations (13)(20)

are defined for the estimation algorithm, which make possible
simultaneous estimation of the motor state variables and stator
resistance. In the variant of the estimation algorithm with conand
stant stator resistance, it is necessary to reduce vector
some matrices so that their elements relating to the stator resistance estimation need to be cancelled. These elements are the
in the state vector , the sixth rows and
stator resistance
,
, and
, the sixth row in matrix
columns in matrices
, and the sixth column in matrix .
The experimental results were obtained with following motor
,
parameters in the estimation algorithm:
mH, and
V s/rad.
The elements of the measurement noise covariance matrix ,
(21), were chosen according to the measurement error of the
current LEM sensors (0.7%) and the coding effects of the 12-bit
A/D converters.
is
The evaluation of the system noise covariance matrix
more complicated. It accounts for the model inaccuracy, the

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Fig. 4.
n

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 48, NO. 6, DECEMBER 2001

Phase currents (i

= 1000 r/min;

; i ) and line voltage (u

= 3 N1m.

) at the operating point.

system disturbances, and the measurement errors of the voltages (sensors and A/D converting errors). The computation errors due to the fixed word length of the processor are considered
as additional sources of system noise. In this work, the following
selection procedure for the matrix has been applied.
1) First is the calculation of the matrix elements on the basis
of known inaccuracies of the discrete-time motor model
(quantization errors, assumption of the constant speed
during sampling interval) and of the voltage measurements (sensor noise, A/D converters quantization).
2) Then, is the simulation of the BLDCM drive together with
the estimation algorithm, including random noises which
have been added to the currents and voltages. The results
for the matrix elements calculated in the previous item
have been used as initial values. The simulations have
and
been used to investigate the influences of the
matrices on the EKF performance in transient and steadystate conditions.
3) Using the laboratory setup, by variation of the elements
and
matrices, their final values have been
of the
determined.
Using the presented procedure, the following elements of the
and matrices have been obtained:
A ;
measurement noise covariance:
system noise covariances:
A ,
rad /s , and
(electrical
degree) .
have been
The current noise covariances
changed adaptively in dependence of the operation mode
during a sampling interval. The above-mentioned ones have
been used in the two-phases mode, while in the commutation
their values have been ten times greater and, in the sampling
interval where these two modes interchange, they have been
even 100 times greater. It has been necessary because of the
increased system noise caused by the problem of the voltage
determination in the two intervals mentioned. By increasing
, the EKF becomes slower and, thus, the influence
of the voltage measurement error on the estimation results is

Fig. 5.
N1m.

Estimation results at the operating point.

= 1000 r/min;

Fig. 6. Estimation results at the operating point. n = 100 r/min; T

N1m.

= 4

= 0:8

decreased. Since the commutation mode is shorter than the

two-phases mode, these adaptive increases of the current noise
covariances practically do not slow down the convergence.
and line voltage
Fig. 4 shows the motor phase currents
at the stationary operating point:
r/min,
N m, measured on the laboratory setup shown in Fig. 3. The
phase currents are of an approximately trapezoidal waveform
with pulsations of the constant frequency and typical commutation ripples. This is practically the closest possible approximation to the ideal rectangular current waveform. In other words,
the current control by means of the estimated rotor position has
not affected its waveform.

TERZIC AND JADRIC: EKF FOR THE SPEED AND ROTOR POSITION ESTIMATION OF BLDCM

Fig. 7. Estimation results with the stator resistance estimation at various operating points. (a) n = 1000 r/min; T
N1m. (c) n = 100 r/min; T = 4 N1m.

Fig. 5 shows the estimated and the measured speed, as well

at the stationary opas the rotor position estimation error
r/min,
N m. The speed estierating point
mation error is less than 10 r/min, the rotor position estimation
error being less than 1 electrical degree. As expected, worse estimation results have been obtained at lower speeds and loads,
where the proportion of noise to measured signals is significantly larger than one at higher speeds and loads. At 100 r/min
and no load, the speed estimation error is about 30 r/min, the
maximum rotor position estimation error being about 18 electrical degrees (Fig. 6).
C. Results With Stator Resistance as Estimated Variable
All parameters used in the estimation algorithm with constant
motor parameters have also been applied in the variant of the estimation algorithm with stator resistance as the estimated variable. In addition, it is necessary to define the sixth diagonal element of matrix , i.e., the covariance factor of the stator resis.
tance. This factor is
Fig. 7(a) shows the estimation results at the operating point
r/min,
N m. In comparison to the results with
constant stator resistance (Fig. 5), it can be seen that introducing

1071

= 4 N1m. (b) n = 100 r/min; T = 0:8

the stator resistance estimation, the speed estimation error is decreased from 10 to 5 r/min. Better still results are obtained at the
lower speeds, as one can see in Fig. 7(b), which shows the estimation results at 100 r/min and no load. Comparing Fig. 7(b)
with Fig. 6, it can be seen that the speed estimation error is decreased from 30 to 12 r/min, and the position estimation error
is slightly decreased, too. It is interesting to note that, after the
initial error has converged, the average values of the estimated
resistance in both considered operating points are significantly
different. As both experiments were made at the same temperature of the stator winding, it is obvious that differences obtained
in the estimated stator resistance do not actually exist. Therefore, introducing the stator resistance as the state variable, the
speed estimation accuracy is increasing, while the resistance
is becoming stationary on some fictitious value which can be
greatly distinguished from the actual one. However, it should
be noted that there is no difference between the estimated and
r/min,
measured resistance at operating point
N m [Fig. 7(c)].
Generally, the uncertainty in the stator resistance estimation
can be explained if a low influence of the stator resistance on
the BLDCM characteristics is taken into consideration, which

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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 48, NO. 6, DECEMBER 2001

is also inherent for the other electrical machines. For instance,

an error of voltage average value can be balanced in the voltage
equations only with a corresponding error of the estimated speed
and stator resistance
. Namely, the fact that currents are state variables and also measured variables has been
used in the EKF algorithm implementation. It makes it possible
that in (20) the current calculation can be omitted, and because
of that the calculation time is shortened and the stability of the
estimation procedure is improved. It means that the currents are
not estimated and, because of that, they have not impacted on
balancing of the voltage average value error. Since the voltage
has a low influence in the voltage equation, it is obdrop on
vious that the estimation error of the stator resistance is greater
than the speed estimation error. Therefore, a big error in the
stator resistance estimation at a low load [Fig. 7(b)] can be explained in such way. One can say the stator resistance as the estimated variable has low correlation with the other variables in the
motor mathematical model, especially at no load. This is conr/min,
firmed by the results at operating point
N m [Fig. 7(c)] in which the stator resistance is estimated practically without error. That is in conformity with a relatively great
in the voltage equation at
influence of the voltage drop on
this operating point.

Fig. 8. Estimation results at the speed reference step from 900 to 1000 r/min,
and at the load torque step from 0 to 3 N1m.

D. Sensorless Drive Performance

Above results are obtained without the estimated speed as
feedback signal in control circuits (Fig. 1). In order to realize the
BLDCM sensorless drive the estimated speed is used as feedback signal in the speed and current controller. In that case it
is necessary to filter the estimated speed and take EKF delay
into consideration at synthesis of speed control circuit. Since
the presented method does not solve problem of starting, the
characteristics of the sensorless drive has been investigated so
that the motor accelerates to a certain speed using the rotor position from the incremental encoder. The estimation procedure
is started thereupon, and the estimated speed and rotor positions
are used in the control circuits, the encoder being used only to
check the estimation accuracy.
Fig. 8 shows the estimation results of the sensorless drive
during a speed reference step and load torque step. The speed
estimation error in a dynamic condition and in a steady-state
one is less than 10 r/min, i.e., 0.5% of the rated speed, the rotor
position estimation error being less than 1 electrical degree.
Fig. 9 shows the estimation results at the speed reference step
from 100 to 1000 r/min. It can be seen that the estimated speed
is tracking the measured one with satisfactory accuracy over the
whole speed range. As expected, the rotor position estimation
error is increased at lower speeds, and below a certain speed
that error is so great that the correct commutation is not possible,
i.e., sensorless operation is impossible. The minimum speed reference at which sensorless operation of the laboratory setup is
feasible is 50 r/min. It is evident that the described method does
not make possible the rotor position estimation at standstill, so
that for the motor starting, one of the already known procedures
would have to be applied. Most of these starting strategies are
based on arbitrarily energizing the two or three windings and expecting the rotor to align to a certain definite position [1], [12].

Fig. 9. Estimation results at the speed reference step from 100 to 1000 r/min,
T = 0.

IV. CONCLUSION
Using the presented method, which applies the EKF, it is possible to estimate the speed and rotor position of the BLDCM
with sufficient accuracy in both the steady-state and dynamic
modes of operation. By simultaneous estimation of state variables and stator resistance, the speed estimation accuracy is increased, particularly at low speeds.
Applying estimated speed as the feedback signal in the
control circuits, a sensorless speed control system has been
achieved. The maximum steady-state error between reference
and actual motor speed is 1% over a speed range from 5%
to 100% of the rated value. At lower speeds, the estimation
accuracy decreases so that at the speed of about 50 r/min
the rotor position estimation error becomes too big and the
sensorless drive is no longer possible.
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[17] Digital control applications with the TMS320 family, Texas Instruments Incorporated, Dallas, TX, 1991.

Bozo Terzic (M00) was born in Grab, Croatia, in

1962. He received the Dipl.Ing. and Ph.D. degrees in
electrical engineering from the Faculty of Electrical
Engineering, Mechanical Engineering and Naval Architecture, University of Split, Split, Croatia, in 1986
and 1998, respectively, and the M.S. degree from the
Faculty of Electrical Engineering, University of Zagreb, Zagreb, Croatia, in 1993.
In 1986, he became an Assistant in the Department
of Electrical Power Engineering, Faculty of Electrical
Engineering, Mechanical Engineering and Naval Architecture, University of Split, where, since 2000, he has been an Assistant Professor. His research interests include ac electrical machines and drives, in particular, sensorless permanent-magnet motor drives.

Martin Jadric (M95) received the B.S. degree in

electrical engineering from the University of Split,
Split, Croatia, and the M.S. and Ph.D. degrees from
the University of Zagreb, Zagreb, Croatia, in 1964,
1970, and 1976, respectively.
After completing his graduate studies, he joined
Koncar Company, Zagreb, Croatia. Since 1996, he
has been with the Faculty of Electrical Engineering,
Mechanical Engineering and Naval Architecture,
University of Split, first as an Assistant (through
1978), then as an Associate Professor (19781984),
and currently as a Full Professor. During his career with the university, he has
been responsible for the electric machines and drives curriculum, was the Head
of the Department of Electric Power Engineering and, from 1980 to 1983, he
was the Dean of the Faculty of Electrical Engineering, Mechanical Engineering
and Naval Architecture. He has been involved in numerous government- and
industry-sponsored projects in the areas of electrical machines and drives, and
has authored more than 50 published technical papers and one book, Dynamics
of Electrical Machines (Zagreb, Croatia: Graphis, 1997) (in Croatian).