Journal of Manufacturing Processes 13 (2011) 41–49

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Journal of Manufacturing Processes

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Technical paper

Work-piece optimization and thermal analysis for flash-less cold forging of AUV
propeller hubs — FEM simulation and experiment
H.M.T. Khaleed ∗ , Z. Samad, A.R. Othman, M.A. Mujeebu, A.B. Abdullah, M.M. Zihad
School of Mechanical Engineering, Universiti Sains Malaysia, Engineering Campus, 14300 Nibong Tebal, Penang, Malaysia

article info abstract

Article history: In this paper three-dimensional FEM based work-piece optimization and thermal analysis for flash-less
Received 13 February 2010 cold forging of aluminum front and back hubs of an Autonomous Underwater Vehicle (AUV) propeller is
Received in revised form presented. The work-piece used is of AISI AL6061 and the die material is die steel (AISI D2). For front and
20 June 2010
back hubs, five cases of work-pieces of varying dimensions are simulated to obtain the optimum work-
Accepted 6 October 2010
Available online 27 November 2010
piece in terms of flash and under-filling and the optimization is verified through thermal analysis. Based
on the simulation results, the flash-less cold forging is successfully done on a 100 ton C-type machine.
The experimental forged samples are observed in good conformity with the simulated models.
© 2010 The Society of Manufacturing Engineers. Published by Elsevier Ltd. All rights reserved.

1. Introduction
In a metal forming process, work-piece optimization plays an
important role in minimizing the production cost and time, while
ensuring maximum accuracy. Flash and under-filling are common
issues in manufacturing processes such as forging, casting, molding
etc; these two crucial problems can be effectively solved by proper
design and optimization of the work-piece. Substantial studies
have been carried out in this area and are still underway, using
modern computer-aided tools and techniques such as the finite
element method (FEM), artificial neural networks (ANNs) and
many others. A brief review of the previous works on cold forging
which is the focus of the preset study, is presented here.
A computer-aided system called ‘‘FORMING’’ for designing
the forming sequence for multistage forging of round parts was
presented by Badawy et al. [1]. FEM simulation and experiments
to understand the dimensional difference between forging tools
and forged components was reported by Natsume et al. [2].
Meidert et al. [3] presented FEM modeling with plasticine, for
the process design of cold forging. Oh et al. [4] has demonstrated
the capability of the DEFORM system in handling cold forging
problems. Duggirala et al. [5] introduced a method for design
optimization of process variables in cold forging sequences. To
minimize the possibility of the initiation of tensile fracture in the
outer race pre-form of a constant velocity joint, an adaptive Micro
Genetic Algorithm was implemented, and a significant reduction
in the maximum damage value was achieved. Kim et al. [6] used
a three-layer neural network trained by the back-propagation
∗ Corresponding author. Tel.: +60 45996369.
E-mail address: khalid_tan@yahoo.com (H.M.T. Khaleed).
1526-6125/$ – see front matter © 2010 The Society of Manufacturing Engineers. Published by Elsevier Ltd. All rights reserved.
doi:10.1016/j.jmapro.2010.10.003
algorithm to determine the initial billet geometry for the forged
products using a function approximation. Xu and Rao [7] carried
out an analysis of isothermal axisymmetric spike-forging using
an integrated FEM code. The influence of different geometric
parameters, processing variables and interfacial conditions on the
instantaneous spike height were studied. Hsu and Lee [8] proposed
an ANN based cold forging process design method suitable for
the shop floor to decide the cold forging process parameters for
producing a sound product within the required minimum quantity
of the die set.
Falk et al. [9] analyzed the applicability of different failure
concepts for a closed cold forging die. The critical, process-
dependent load was quantified and localized by using FEM. Lee
et al. [10] developed a computer aided design (CAD) system
using Auto-Lisp and three die-design modules namely, forward
extrusion, upsetting and combined extrusion were presented. Im
et al. [11] introduced a process design technique based on a forging
simulator and commercial CAD software for the cold forging of ball
joints.
Qin et al. [12] worked to combine coupled thermo-mechanical
FE plastic simulation and heat transfer analysis to define heat-
flux–density functions across die/work piece interfaces. Flash-
less cold forging of an aluminium connecting rod was studied by
Vazquez and Altan [13] using the DEFORM-FEM package. Ishikawa
et al. [14] studied analytically the effects of forming stresses
and heat generation on the dimensional accuracy of punch, die
and work piece during forging. Hussain et al. [15] presented a
numerical study on the forming of a clutch-hub using a CAD
simulation tool CAMPform. Simulations for S10C steel using various
die and work-piece geometries were carried out to determine the
most suitable forming condition for production. Lee et al. [16]
evaluated the characteristics of elastic deformation at a forming
tool for a cold forged alloyed steel by experimental and FEM
42 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49

Table 1
Properties of work-piece die, punch and other mountings.
Parameter Work-piece Die Punch Die insert Plates

Material type AISI 6061 AISI D2 AISI D2 SW41 ASI 1045

Young’s modulus (GPa) 70 210 210 210 210
Yield stress(MPa) 386 2200 2200 1900 951
Poisson ratio 0.35 0.33 0.33 0.33 0.33
Hardness HRC-24 HRC-62 HRC-62 HRC-55 HRC-30

analysis. Kim et al. [17] used rigid-plastic FEM simulation of 2.2.2. Constitutive equations
forming of impeller hub, to analyze the deformation characteristics
and to optimize the process. Ohashi et al. [18] developed a CAD 
system to design forging sequences and die profiles. The process 2σ 3 ′ ′ 
σ ′ ij = ε̇ij σ = σ ij σ ij .ε̇(ε̇ij ε̇ij ). (3)
design for closed-die forging of a bevel gear used in automobile 3 ε̇ 2
transmission system was made by Song and Im [19] using FEM. σ and ε̇ are the effective stress and the effective strain velocity ε̇ij
Khaleed et al. [20,21] has carried out stress analysis for bolted joint is the strain velocity and σ ′ ij is a deviatory stress component.
and optimization of a blade pre-form.
As far the forming of complex geometries is such as propeller
2.2.3. Boundary conditions
hubs and blade is concerned only few works have been reported.
For instance, the manufacturing of a propeller using Verton long
glass fibre reinforced polyamide thermoplastics was reported by σijni = Fj on SF , ui = U i on SU . (4)
Geoffrey and Vickers [22] who employed injection molding. The ni is material’s rate of change, Fj denotes the force on the boundary
hot forging of aerofoil blades was performed by Hu et al. [23] surface of SF and Ui denotes the deformation velocity on the
who modeled smooth Bezier surfaces using Abaqus/Explicit FE boundary surface of SU .
software. Recently, Cheng and Lai [24] used the shape deposition The basic mathematical equations are as follows by Altan and
manufacturing process for the propellers with smooth surfaces. Knoerr [3]:
However, as far the authors are aware, no literature is available ∫ ∫
on the manufacturing of autonomous underwater vehicle (AUV)
π= σ ε̇dV − ti vi dS (5)
propellers and other propellers using cold forging. Against this sF
background, the present study focuses on the flash-less cold
where the traction ti is specified on the boundary SF and vi is the
forging of front and back hubs of an AUV propeller, using FEM
velocity component dV and dS are the volume and surface area of
simulation and experiment. In the simulation part, the work-piece
material.
optimization and thermal analysis are performed for the flash-less
The incompressibility constraint on admissible velocity fields
cold forging of the front and back hubs and the simulated samples
may be removed by introducing a penalty constant K and
are fabricated using a 100 ton C-type machine.
modifying the functional (Eq. (5)). Then, the solution of the original
boundary-value problem is obtained from the solution of the
2. Materials and methods
dual variational problem, where the first order variation of the
functional vanishes [16].
2.1. Material properties for die, punch and mountings ∫ ∫ ∫
The material properties chosen for the current study are shown δΠ = σ δ ε̇dV − ti δvi dS + K ϵ̇v δ ϵ̇v dV = 0 (6)
v sF v
in Table 1. Aluminium is selected for the work-piece owing to
its suitability for corrosive underwater environment and its good where δvi is the arbitrary variation where as δ ε̇ , and δ ϵ̇v are the
formability. The yield strength values given are all in compression. variations in strain rate from δvi , ϵ̇v is the volumetric strain rate.
The hardness values of the components are chosen based on the Eq. (6) can be converted to a nonlinear algebraic equation by us-
working stresses. ing finite element discretization. Using a numerical technique such
as the Newton–Raphson, the solution for nonlinear simultaneous
2.2. Finite element formulation equations can be obtained. In this study DEFORM 3D V 6.1 is used
for metal forming simulation.
In cold forging elastic deformation can be neglected and the
material is considered as rigid plastic [3,16]. Therefore in this study, 2.3. FEM simulation model
the rigid-plastic finite element method is applied for analysis of
deformation. The basic equations of the rigid-plastic finite element The front and back hubs of the AUV propeller are modeled
are as follows [3]. The work-piece is assumed to obey the von- by SOLID WORKS SP47.2007 and assembled using an assembly
Mises yield criterion and its associate flow rule; the stress and module and saved as an STL file. Then all the STL files are imported
strain field solutions satisfy the Equilibrium equations. to DEFORM-F3 3D software, the simulation is run and the results
are observed. If flash occurs in the work piece, the next step
2.2.1. Equilibrium equation is to optimize the work-piece to avoid the flash. Accordingly
simulations are repeated until no flash is found. For the no-flash
work-piece, if effective stresses are found more than the yield
σij,j = 0 (1) then the parameters are changed until no plastic element is found.
where σij,j are the actual stress components The velocity of the punch is 250 mm/s, the friction coefficient is
Strain rate-velocity relation and incompressibility condition: 0.15, the initial temperature of the work-piece, punch and die is
25 °C, the punch stroke is 14.4 mm, the number of steps is 100
1 
ε̇ij = ui ,j + uj ,i ε̇v = uii = 0. (2) and the step increment is 10. For the die stress, the size ratio
2 is 3, the interpolation force tolerance is 0.0001 and the bottom
ε̇ij is the strain velocity, ui,j , uj,i , uii are deformation velocities and surface of the die is constrained in the X , Y and Z directions. The
ε̇v is the strain velocity component. starting step number is 1, the number of simulation steps is 1, the
 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49 43

where r1 is radius of the initial work-piece, A2 is the area of the

(a) Back hub. (b) Front hub.
Fig. 1. Simulation models of die and punch assembly for the back (a) and front (b)
hubs.
step increment is 1, and the maximum elapsed process time is 1s.
Meshing is performed by using hexahedron elements; the number
of elements used for work-piece, punch and die are 2000, 50 500
are 50 500 respectively. The simulation models for die, punch and
work-piece for front and back hubs are shown in Fig. 1.
2.4. Optimization of work-piece
The optimum work-piece specifications are obtained based on
the assumption that the volume of the work-piece is equal to
the volume of cavity to fill or the volume of the final forged
product [13]. The required dimensions of the final product and its
volume can be easily obtained from DEFORM. The next idea is to
obtain the optimum specifications of the work-pieces. For the front
hub, the cylindrical work-piece is considered with its initial length
L1 and radius r1 which are assumed such that, its volume is equal
to the final volume of the product.
Equating the volumes of the work-piece (Vwp ) and the final
product (Vf ):
larger circle of the chamfered work-piece, A3 is the area of the
smaller circle of the chamfered work-piece, L1 is height of the initial
work-piece, r2 is the radius of the smaller circle of the work-piece,
the height of the triangle which would be subtracted from the
initial work-piece.
Now, by keeping L1 fixed, sufficient iterations are performed
on Eq. (10) with various values of r1 (or diameter) to obtain the
optimum radius; these iterations are performed by the combined
SOLIDWORKS 2007 SP4.0 and DEFORM 3D V 6.1 environment. Each
time, the modeling is performed with a set of L1 and r1 , transferred
to DEFORM and the under filling and flash are checked. If under
filling is observed, the procedure is repeated with various values of
r1 until no under filling with minimum flash is observed. The initial
shape of the work-piece was cylindrical but when the cylindrical
work-piece was forged, it was difficult to achieve the top curve
shape of the front hub. Hence the work-piece is redesigned by
adding a chamfer and it is found that with a chamfer, the curved
shape is achieved exactly as required.
For the back hub, Eq. (10) will be changed to:

Vf + π r22 L2
r1 = (11)
π L1
where r2 and L2 are the radius and height respectively, of the blind
hole. Since a capsule-shaped hole is involved, a pre-form is made
by drilling the blind hole and iterations are performed on various
values of r1 , keeping r2 fixed. The optimized dimensions of the
front and back hubs are shown in Fig. 2. The optimized model is
then transferred to the FEM environment, and analyzed for flash.
If no flash is observed, under filling is checked for the process,
and if no under-filling is found, the process stops, otherwise the
process is repeated until no under-filling is achieved. As the next
step, the validity of the optimized work-piece is verified through a
thermal analysis in which the temperature distribution within the
forged component is studied to ensure that the temperature of the
optimized work-piece is within the tolerable limit.

Vwp = Vf . (7)
3. Simulation results and discussion
Substituting the values of the final dimensions of the work-piece,
Eq. (7) reduces to: 3.1. Under-filling and flash
1
π r12 L1 − h × (A2 − A3 ) = Vf (8)
2 3.1.1. Front hub
1 The results are obtained from simulations for five cases, namely,
2
h × (A2 − A3 ) + Vf
L1 = (9) I–V on the basis of varying the diameter (radius r1 ) of the work-
π r12 piece as 25–29 mm respectively for a fixed length (L1 ) of 26 mm.
 For each case the simulation is run, and under-filling and flash are
2 × Vf − h × π r22 observed by using the ‘‘slice’’ option, at the center of the forged
r1 = (10)
π (2L1 − h) assembly, as shown in Figs. 3–7 respectively. Further, the volumes

5
26

15
6

28 29.40

(a) Front hub. (b) Back hub.

Fig. 2. Dimensions of the optimized work-pieces (all dimensions in mm).

44 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49

Table 2
Simulation result summary of front hub for various cases.
Cases Work-piece volume (mm3 ) Cavity volume (mm3 ) Flash Under-filling

I 12 397.69 15 556.96 Nil More

II 13 423.26 15 556.96 Nil Medium
III 14 274.97 15 556.96 Nil Less
IV 15 590.35 15 556.96 Medium Nil
V 16 507.14 15 556.96 More Nil

Fig. 8. Cross-section view of back hub formation for case I.

Fig. 3. Cross-section view of front hub formation for case I.

Fig. 9. Cross-section view of back hub formation for case II.

of work-piece and cavity in each case are obtained from DEFORM,

Fig. 4. Cross-section view of front hub formation for case II.
and the results are summarized in Table 2.
For case I and case II, slight under-filling is observed at the
corners of the top and bottom hole cavities, and at the right and
left walls of the die insert, as is evident from Figs. 7 and 8. For cases
IV and V no under-filling is found but more flash is observed at the
flash zone as shown in Figs. 10 and 11. For case III, under-filling is
found at the corners of the bottom holes and the top hole as shown
in Fig. 9; interestingly, these under-filling zones are desirable to act
as fillets. Further, at the side wall, the under-filling is too small to
be neglected. Hence case III is apparent to the best work-piece with
respect to flash and under-filling; however this result will again be
verified through the thermal analysis presented later.

Fig. 5. Cross-section view of front hub formation for case III.

Fig. 6. Cross-section view of front hub formation for case IV.
3.1.2. Back hub
Simulations results of flash and under-filling for the back
hub are obtained for five cases (I–V) by varying the work-
piece diameter (radius r1 ) as 28.2, 28.6, 29.0, 29.4 and 29.8 mm
respectively, keeping the blind hole diameter fixed at 5 mm.
Figs. 8–12 show the predicted results of flash and under-filling for
each case, in sequence. The volume of work-piece and cavity in
each case are also obtained as summarized in Table 3. For all the
cases under-filling is observed at the bottom corners and for case
I–III at the side walls of the die insert as well; but these are well
within the tolerable limit. But for cases IV and V no under-filling
but more flash is observed. Since we are interested in flash-less
forging with tolerable under-filling, case I seems to be the best
option. Moreover no extra trimming operation is needed to remove
the flash occurred in case I as seen in Fig. 1, because the forged back
hub has to be drilled at the location of the flash.

4. Thermal analysis

The thermal analysis is performed for all the cases of front

and back hubs. But the results of only the optimum cases (Case
III for front hub and Case I for back hub) are presented here in
Fig. 7. Cross-section view of front hub formation for case V. order to demonstrate that the temperatures developed are within
 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49 45

Table 3
Simulation result summary of back hub for various cases.
Cases Work-piece volume (mm3 ) Cavity volume (mm3 ) Flash Under- filling

I 9 228.23 9197.86 Less More

II 9 494.12 9197.86 Medium Medium
III 9 768.80 9197.86 Medium Medium
IV 10 065.19 9197.86 More Less
V 10 322.06 9197.86 More Nil

Fig. 10. Cross-section view of back hub formation for case III.

Fig. 13. Temperature distribution in front hub during forging for Case III.

Fig. 11. Cross-section view of back hub formation for case IV.

Fig. 12. Cross-section view of back hub formation for case V.

the tolerable limit. For the front hub, the maximum temperature
is observed at the bottom surfaces of the blind holes and the Fig. 14. Temperature vs time graph during forging process for Case III.

minimum at the center of the front hub as shown in Fig. 13.

The temperature varies during the forging process at the different Table 4
Maximum temperature for various cases of front and back hubs.
points of the forged front hub and the temperature variation from
0 °C to maximum with respect to time is shown in Fig. 14. Cases Maximum temperature in (°C)
Front hub Back hub
For the back hub, the maximum temperature is observed at the
bottom surface of the blind capsule hole and the minimum towards I 087.3 139
II 092.7 146
the radius of the back hub as shown in Fig. 15. The temperature
III 101.0 150
varies during the forging process at the different points of the IV 309.0 153
forged back hub and the temperature variation from 0 °C to the V 511.0 164
maximum with respect to time is shown in Fig. 16. The maximum
temperatures developed in each case for both front and back hubs 5. The experimental setup
are summarized in Table 4. It can be observed that the maximum
temperature of case III of the front hub is 101 °C, and that of case I For the experimental work a 100 ton C-type forging machine
of the back hub is 87.3 °C; this indicates that the optimized work- as shown in Fig. 17 is used. Different amounts of deformation are
pieces exhibit temperatures within the tolerable limit. obtained by altering the shut height of the press. The machine is
46 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49

Table 5
Machine specifications.
Item Specification

Type Single and continuous stroke

Model J23
Capacity 1000 kN
RPM 1455 rpm
Valve pressure 0.2–1 MPa
Frequency 50 Hz
Electrical data 380 V, 55 A, 3–50 Hz

Fig. 15. Temperature distribution in back hub during forging.

Fig. 17. The C-type forging machine used in the current study.

6. Experimental results

6.1. Under-filling and flash

6.1.1. Front hub

Fig. 16. Temperature vs time during the forging of back hub.
run at a speed of 250 mm/s. The die and punch are aligned at the
same axis. The machine specifications are summarized in Table 5.
The front hub is cold forged for cases I, III and IV, and the
under-filling, flash and dimensional accuracy are compared with
those of the simulated models. Fig. 18(a) and (b) depicts the design
dimensions of the front hub. Fig. 19 shows the experimental forged
samples of the front hub for cases I, III and IV. Exactly similar to the
predictions, Case III is observed to be the best as it has acceptable
under-filling and no flash. Table 6 shows the comparison of the
designed and experimental dimensions of the front hub for cases
I, III and IV. It is observed that case IV has the best dimensional
accuracy, but there is problem of flash as seen in the simulation
(Fig. 7) and experimentally proved in Fig. 19.
Table 7 shows the work-piece, flash and under-filling volumes
of front hub for cases I, III and IV. For case I and III no flash is

a b

Fig. 18. Design dimensions of the front hub.

 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49 47

Table 6
Comparison of designed and experimental dimensions of front hub.
*
Dimension (mm) H = 25.00 D = 30.00 d1 = 5.00 h1 = 3.00 d2 = 7.00 h2 = 3.00
Designed tolerance (mm) ±0.25 ±0.25 ±0.10 ±0.10 ±0.15 ±0.10
Case I Forged 24.50 29.29 5.34 2.86 6.67 2.91
Deviation 0.50 0.71 0.34 0.14 0.33 0.09
CaseIII Forged 24.78 29.85 5.09 2.92 6.89 2.93
Deviation 0.22 0.15 0.09 0.08 0.11 0.07
Case IV Forged 24.80 29.91 5.08 2.97 6.98 2.95
Deviation 0.20 0.09 0.08 0.03 0.02 0.05
*
Outside diameter of the final product. @Refer Fig. 18.

Table 7
Work-piece volume, flash volume and under-filling volume of front hub for various cases.
Cases Diameter Height Work-piece volume (mm3 ) DEFORM Flash observed (mm3 ) Under filling observed (mm3 )

I 25 26 11 431.80 No flash 564.30

III 27 26 11 796.30 No flash 22.80
IV 28 26 12 104.10 108.00 No under filling

Underfilling

Case I

Underfilling

Fig. 20. Design dimensions of the back hub.

Case III
and V are tested, and Fig. 21 shows the corresponding experimental
forged samples. Exactly similar to the predictions, case I is observed
to be the best as it has acceptable under-filling of 171.34 mm3 with
flash of 40.5 mm3 , minimum flash and load. The deviation for this
case is also within the tolerable limit, as illustrated in Table 8. It
Minimum is worth noting that the capsule-shaped hole at the bottom of the
Flash Underfilling back hub is also formed in a single operation. Table 9 shows the
work-piece, flash volume and under-filling volumes of back hub
for cases I, III and V. The case I produces less flash and under-filling
is within the tolerable limit; hence, this is the optimum.

Case IV 7. Conclusion

FEM simulation and thermal analysis for work-piece optimiza-

Fig. 19. The experimental forged samples of front hub for cases I, III and IV.
observed but under-filling of 564.30 and 22.80 mm3 is obtained.
For case IV, no under-filling is observed but there is flash of
108 mm3 . Hence the next option is case III which has no flash
and acceptable dimensional deviation; this finding validates the
simulation result.
6.1.2. Back hub
The required dimensions (design values) of different parts of the
back hub are illustrated in Fig. 20. In the experiments, cases I, III
tion for flash-less cold forging of the front and back hubs of an
AUV propeller have been performed successfully. The simulation
results are in good agreement with the experiments. The optimized
work-pieces are tested for the development of temperature dur-
ing the cold forging process and found to be within the tolerable
limit. In general, it is concluded that the optimization could reduce
the number of operations and wastage, while ensuring maximum
accuracy. The handling of complex geometries especially for cold
forging, the work-piece optimization, thermal analysis and strong
experimental results are contributions of the present work. Stress
analysis considering the thermal stresses of the punch and ejec-
tor of the front and back hubs, optimization of the die design using
numerical and experimental methods to reduce the overall cost of
production are a few of the potential future works.
48 H.M.T. Khaleed et al. / Journal of Manufacturing Processes 13 (2011) 41–49

Table 8
Comparison of designed and experimental dimensions of back hub.
*
Dimension (mm) d = 30.00 a = 6.00 b = 10.00 c = 5.00 d = 15.00 E = 15.00
Designed tolerance (mm) ±0.25 ±0.25 ±0.10 ±0.10 ±0.15 ±0.10
Case I Forged 29.79 6.11 10.20 5.05 14.89 15.09
Deviation 0.21 0.11 0.20 0.15 0.11 0.09
CaseIII Forged 29.87 6.10 10.17 5.09 14.97 15.06
Deviation 0.13 0.10 0.17 0.19 0.03 0.06
Case V Forged 29.94 6.01 10.04 4.96 14.99 15.03
Deviation 0.06 0.01 0.04 0.06 0.01 0.03
*
Outside diameter of the final product. @Refer Fig. 20.

Table 9
Work-piece volume, flash volume and volume of under-filling of back hub for various cases.
Cases Work-piece diameter Blind hole diameter Work-piece volume (mm3 ) Flash observed (mm3 ) Under filling observed (mm3 )

I 28.2 5 7241.40 40.50 171.34

III 29.0 5 7263.00 51.30 109.24
V 29.8 5 7362.36 67.50 No under filling

Flash Zoomed
Flash
view Zoomed view
(a) Case I. (b) Case III.

Flash

Zoomed view
(c) Case V.

Fig. 21. Forged samples of back hub.

Acknowledgements
The authors would like to thank the Ministry of Technology and
Innovation, Malaysia, and Underwater Robotics Research Group,
School of Electrical and Electronics Engineering, Universiti Sains
Malaysia for the financial support for this research work.
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