ABSTRACT

In this new era of industrialization and globalization, all we need to look at is to work upon a
clean, emission-free, and green environment. The tail pipe emission from vehicles is a major
contributor in air pollution in india. Hence with day by day increase in number of vehicles on
road the tailpipe emission contribution is also increasing. Also Our main objective to initiate the
autonomous electric jeep (E-jeep) research project was to develop a high torque electric vehicle
that can replace conventionally used IC engines so that carbon footprint can be reduced and can
work upon sustainability. Our main work in this report will intensely discuss all the aspects of
developing an electric vehicle while converting an IC engine-based vehicle.

Also, considering the driver/passenger safety and comfort as major concerns, our next phase of
this project will be to automate the E-jeep and develop a fully functional self-driving car using
sensors for image capturing and mapping along with specific algorithms to process all the data
simultaneously.

Keywords: autonomous, electric

INTRODUCTION
As science and technology are moving forward, it is filling human needs but generating some
other needs. During the early 20th century, there was a lot of research and development done to
make human movability easy. To run the vehicle, all three methods(i.e., Electric, steam, and
gasoline) are used to produce energy to run the wheel. In the early 20th century in America, 38%
of vehicles manufactured were electric powered that ran on electric motors, 22% ran on IC
engines, and 40% were steam engine-based [1]. As research moves forward, major competition
lies between electric and IC engines. But research in the field of IC vehicles impacts positively,
and electric cars are discarded because of extra weight and poor battery performances.

But as science further progressed, it created another problem of pollution and IC engines are the
major contributor in it. From the early 21st century, scientists again start looking for electric
vehicles because today clean and green energy production is much easier.

When the subject is EVs research, generality is made an association with new and revolutionary
vehicles. However, low cost solutions using reliable off-the-shelf components can also be
proposed[1] .

Also for a country like India with a large number of existing automobiles, it would not be a good
idea to scrap them completely in one go. Hence EV conversion kits are better suited. So further
seeing this scope in electric vehicles with advanced motors and controllers available. We decided
to convert the Mahindra Thar diesel engine into an electric motor car. We used a BLDC motor to
run the powertrain and remove the engine with its assemblies. We used a Kelly controller to
control the motor. For the source of energy, we used Lead Acid batteries to run our motor instead
of pre-existing diesel tanks.

The conversion of any vehicle is guided by the objectives of its owner and his needs.
Hence all the designs and specifications of the used technology is in accordance with some basic
initial objectives that were:-
First one was to design a kit which fits well inside Indian Government norms and regulations.
This was quite important for having a useful actual road legal kit. Secondly the kit must allow
the vehicle to propel for at least 120 mins to create optimal testing conditions. The last and one
of the most important objectives was to have a kit which will be affordable. Therefore the whole
project looked for low cost but effective ideas.

Problem Formulation/Need analysis

As we know, India is home to half of the world's 20 polluted cities. The air pollution in India is
increasing day by day.As India signed the Paris agreement, it is bound to reduce its carbon
emission. So there is a need to work on reducing carbon emission through vehicles. According to
the article published by Amit Bhatt in Firstpost as in Delhi, vehicles contribute to about 40
percent of PM 2.5 emissions. A known alternative to Conventional IC engines is electric hybrid
cars or plug-in hybrid cars, but they are not as environmentally clean as battery-running electric
cars.
There are many millions of vehicles in the Indian market which run on IC engines.
And it is not feasible or viable to declare all of them unfit. Also, Government policies and
subsidies are pushing electric vehicles into the Indian market, but it will take time to replace
those sold cars. So we came up with a kit to convert existing ICs into battery-running electric
vehicles.
LITERATURE REVIEW
This paper “Electric Vehicle Conversion Based on Distance, Speed and Cost Requirements” by
S. Kaleg[2]etal. was the main guide used for all the calculations of range, speed battery usage
and per kilometer cost.

According to Pooja Naresh Bhatta[3]etal. There is a DC brush motor, Induction motor,

PMS(permanent synchronous motor), Switched reluctance motor and Permanent Magnet
Brushless DC motor available to run power trains. Based on the results of various motors by
applying the weighted residual method we came to a conclusion that using the PM BLDC motor
will give us maximum power density, efficiency and is best suited for our task in comparison to
other motors.

The article by Jeffin Francis[4]etal. helps us to identify the changes in electric drive lines and the
driveline of Mahindra diesel thar. It guides us in calculations regarding the power required in the
driveline of our Mahindra Thar and its range.

Juan de Santiago[5]etal. In “Electrical Motor Drivelines in Commercial All-Electric Vehicles”

Gives us the data of various EV cars launched(till 2012) in the market and battery used by them
along with their energy storage and motor used to run the drive line . It helps us in Battery
selection and power requirements.

Thesis by Abkenar[6]etal. Gives deep understanding about working of Brushless DC motor its
various configurations and controller required for it. Helps us in understanding faults diagnostic
of the Brushless DC motor. It gives insight about modeling of the BLDC Motor Drive for EV
Application.
METHODOLOGY
The project started with the aim of converting an I.C. driven vehicle to an autonomous Electric
vehicle in various phases. These phases can be categorized into three parts

· Conversion of IC engine powered vehicle into an electric vehicle as phase one

· Converting into a drive-by-wire system as phase two

· Conversion into an autonomous system as phase three

Phase one:
METHODOLOGY (MECHANICAL)

Study of the dynamometer was carried out covering various types like Rope pulley dynamo,
Prony brake dynamo, Hydraulic dynamo, and Eddy current dynamo. A final design of the
dynamometer was developed and its analysis was carried out on CREO software. The existing
throttle was disassembled and its working was studied.

Fig 1 dynamometer CAD design

Meanwhile, load testing was carried out on the vehicle chassis for loading of the forklift battery.
Loading was carried out with a 640 kg deadweight along with a live weight totaling 986 kg.
 Fig 2Load Testing

The engine was dismantled and removed from the vehicle with the help of a crane.
Measurements of the chassis were taken and the mounts of the main motor were fabricated and
mounted keeping in view the constraint of utilizing existing drill holes and engine mounting
points. The motor was mounted by resting the motor mounts on engine mounting points at one
end and another end on the transmission face. The existing transmission was directly coupled to
the motor using a jaw coupling. Initially, vacuum inside the brake booster for the power braking
mechanism was created by the rotation of brake vacuum pump by the engine which was also
responsible for pumping the fluid for the power steering mechanism, after removal of the engine,
power brakes and power steering operation were achieved by employing a separate BLDC motor
for running the brake booster vacuum pump and hydraulic steering pump. The stock flywheel
was removed from the engine camshaft and fitted onto the motor shaft using bolts configuration.

For power steering, the vehicle’s stock hydraulic steering pump was dismantled from the engine
and coupled to the secondary motor using V-belt drive. The vacuum pump for power brakes was
stock attached to the alternator shaft so the whole assembly had to be removed from the engine
and was coupled to the motor using a ribbed belt drive. A separate mount was fabricated for the
alternator, secondary motor, and power steering pump and was fitted on the radiator grill
mounting points.

Since initially our vehicle i.e., Mahindra Thar 2017 had an internal combustion-based engine and
during our Phase-I, modification of IC engine based vehicle to the set-up of the electric motor
was required, the engine was forklifted and the transmission was jacked for support and
installation process for the electric motor was initiated hence proper mounting location and
design of the mount was finalized after several iterations for the primary motor(main motor
installed to deliver power to the wheels). Software used for designing and load analysis were
Creo parametric 7.0 and.

hence mounting for this system was also designed and manufactured after performing several
tedious iterations.

Note: For both primary and secondary mounts, pre-manufactured mounting points were used by
us and no modifications in chassis or frame were made.

Motor Specifications:
Primary Motor

1. Motor type BLDC (Brushless Direct Current)

Motor

2. Power (W)
12000

3. Peak Torque (Nm)

95.5 Nm for 10 sec

4. Rated current (A)

167

5. Rated Voltage (V)

72

6. Rated torque (Nm)

38.2

7. Speed (rpm)
3000
 8. Motor weight (kg)
45

9. Insulation class
F

10. Operating temperature

(℃) 50

11. Protection
IP 65

12. Mounting points 4

Secondary Motor:

1. Motor type
BLDC (Brushless Direct
Current Motor)

2. Power (W) 1250

3. Peak Torque (Nm) 16 for 10 sec

4. Rated current (A) 26

5. Rated Voltage (V) 48

6. Rated torque (Nm)

3.8

7. Speed (rpm)
3000
 8. Motor poles
20

9. Insulation class
F

10. Protection
IP 55

11. Ambient temperature

(℃) / Max. temp. 50 / 70
(℃)

12. Motor weight (kg)

7.35

13. Mounting points 4

Modeling:

CREO 7.0 is a powerful tool for modeling 3D shapes and assemblies. Creo Parametric was
employed for modeling the primary motor mount using various features like Extrude,
Weldment, Hole, Mirror, etc and load analysis was carried out using Ansys 2021R1.

After taking all the preliminary steps like measuring the dimensions of the required working
space using vernier scale, measuring tape, modeling of the primary motor mount was initiated.
Mount was modeled in such a way that it was easier to manufacture within a certain set of
constraints like availability of material, robustness and ease of fabrication.
Primary Motor Mount:

Img 3 showing primary motor mount top view

Img. 4 Isometric view of primary motor mount

For analysis, Ansys 2021 was preferred which is a very helpful and efficient software for various
types of analysis. Static structural analysis was done for the primary motor mount.
 Img 5 showing the geometry imported in Ansys

Img 6 showing material properties of mild steel used in analysis

Img 7 shows the meshing done on the model of the motor mount

Img 8 showing the placement of fixed support constraint

 Img 9 shows the placement of forces applied by motor and the transmotion on the mount

Img 10 shows the placement of forces applied by motor and the transmotion on the mount
 Img 11 showing momentum that occurs due motor and transmission

Img 12 showing momentum that occurs due motor and transmission

 Img 13 shows the final result of the analysis and where the maximum stress occurs

(Max. stress = 240MPa)

Img 14 shows close up of region having maximum stress

 Img 15 showing Factor Of Safety fo the structure(FOS) of 1.81

Auxiliary Motor Mount

Img 16 shows actual structure with all assemblies

 Img 17 shows auxiliary motor assembly placed inside Mahindra thar

Img 18 shows isometric view of motor mount containing auxiliary motor steering fluid pump and
brake booster vacuum pump

This structure is used to support the auxiliary motor, steering fluid pump and brake booster
vacuum pump alternator. The auxiliary motor runs the brake booster vacuum pump by a flat belt
drive system and steering fluid pump by V belt drive system.
 Img 19 shows meshing of structure contain auxiliary motor, steering fluid pump and brake
booster vacuum pump

Img 20 shows placement of forces applied by auxiliary motor, alternator and steering fluid pump,
showing fixed placement constraint positions.
Material Assignment

Img 21 showing material assignment to thar radiator mounts

Thar radiator mount are made up of Mild steel with properties
Density: 7.87e-06 kg/mm^3
Young Modulus: 1.93e+05 MPa
Tensile Yield Strength: 507 MPa
Compressive Yield Strength: 507 MPa
Ultimate Strength: 586 MPa
Shear Modulus: 7.3664e+04 MPa
 Img 22 shows material assignment to C sections in Ansys
C sections of Structural Steel are used for structures with properties .
Density: 7.86e-06 kg/mm^3
Young Modulus: 2e+05 MPa
Tensile Yield Strength: 250 MPa
Compressive Yield Strength: 250 MPa
Ultimate Strength: 460 MPa
Shear Modulus: 7.6923e+04 MPa
 Img 23 shows Maximum principal stress

Img 24 shows close up of Maximum principal stress

The value of stress varies between +42.57 MPa and -39.41 MPa .
The Max principal stress (+42.57 MPa) occurs at the point where the structure is mounted with
Thar radiator mounts.

Img 25 shows maximum principal elastic strain

 Img 26 shows close of maximum principal elastic strain
The value of strain lies between +2.212e-04 mm/mm and -8.4251e-06 mm/mm .

Factor Of Safety
The Factor of safety for Thar mount comes out to be 11.9
Factor of safety for structure comes out to be 5.87

METHODOLOGY (ELECTRICAL)

Initially, in this phase an old electric forklift was to be utilized for various electrical components
like motor, controller, foot throttle, and batteries.
 Img 27Fig Forklift

The charger, initially of 48V and 70 amp was found to be damaged and since it was
manufactured in 1995, its circuit diagram could not be retrieved for repair purposes.

Img 28Fig Forklift charger

The onboard ironclad battery was rated to be of 48V DC with a capacity of 443 Ah, comprising
24 cells each rated at 2V with its specifications according to its nameplate given as follows:
 1. No. of cells 24

2. Cell type TLB17

3. Capacity at C5 rating (Ah) 443

4. Nominal voltage (V) 48

5. Part no. H07-15T2705

6. Weight (kg) 928

Img 29 Fig Forklift battery

The motor, after the inspection of internal terminals was found to be a brushed DC motor and its
specifications are found to be as follows:

1. Maker Deepika Electronics Engg. PVT. ltd.

2. B.S. 1727/1971

3. Power (W) 8000

4. RPM (rpm) 950

5. Voltage (V) 48

6. Current (A) 200

7. Rating 1 hour
 8. Type TENV

9. Insulation class F

10. Part no. 050270

11. Serial no. 8/415/95

Img 30 Fig Forklift motor

The initial controller of the forklift was found to be damaged so it was decided to design and
fabricate an FoC controller of the desired requirement. For that NE555 circuit was studied and
simulation was done on LT Spice software for generation of PWM signal, further calculations of
snubber circuit were also carried out. The controller circuit was designed using IGBTs and its
simulation was carried out on MATLAB Simulink using 20-24 IGBTs with 0.3Ω resulting in a
voltage drop of 47.2V and output current of 118.2 Amp.
Fig 31 NE555 circuit diagram

Fig 32 Controller circuit

 Fig 33 Simulink results

For testing purposes, 6 E-rickshaw batteries of rating 12V dc 100 Ah were connected in series
thus totaling a 72V 100Ah battery pack. A mount was designed and fabricated for the battery
pack and fitted at the rear part of the vehicle thus insulating the battery pack from the vehicle
body.

Fig 34 Testing battery

 .

Fig 35 Battery pack mount

1. Make EXIDE ERFLPLUS100L

2. Part no. FER0-ERFLPLUS100L

3. C5 capacity (Ah) 80

4. Ref. C20 capacity (Ah) 100

5. Dimensions (mm) 410*176*245

6. Nominal filled weight (kg) 29.1

7. Electrolyte volume (L) 6.7

8. Charging current (A) 8

For the main motor, a BLDC motor controller was used with specifications as follows:

1. Make KELLY KLS 72601-8080H

2. Voltage (V) 24-72

3. Continuous current (A) 240

4. Peak current (A) 600 for 60 sec

5. Frequency of operation (Hz) 20 kHz

 6. 5V or 12V Sensor Supply 40
Current (mA)

7. Configurable battery voltage (V) 18 - 1.25 * Nominal voltage

8. Throttle input (V) 0-5

9. Operating temperature (℃) -40 - 100

MOSFET

10. Peak temperature (℃) MOSFET 0 - 70

Fig 36 Kelly KLS72601-8080H controller

For the secondary motor and the switches operation, a DC-DC buck converter of rating 72-48V
DC, 25 amp was used.
 Fig 37 DC-DC Converter 72-24V

Fig 38 DC-DC Converter 48-12V

For headlights, instrument cluster lights, and hall sensor for rpm measurement, another DC-DC
buck converter of rating 48-12V DC, 20 amp was used.

Both the motor controllers were mounted at the left side of the vehicle keeping in mind the
reduction in the length of thick power wires in order to reduce the I^2 R losses and improving
thermal and wire management. The stock throttle was replaced with an electric vehicle foot
throttle and the wires were adequately insulated and connected to the controller. For driver
assistance, a three-way key switch was used for driver assistance to turn ON/OFF the whole
electrical system. Dc contactors of the rating 48V coil voltage 200 amp and 48V coil voltage 150
amp were retrieved from the forklift for switching purposes both controlled using a key switch.
For motor protection, ANL fuses of rating 250 amp and 35 amp were used. For contactor coil
protection, glass tube fuses of rating 2 Amp and coil suppression or freewheeling diodes were
connected in antiparallel fashion across both contactor coils. The controller protection was done
using pre-charging wire-wound resistors of rating 1kΩ 10W were connected across the contacts
in order to prevent heavy inrush of current in the controller. Further, a 300 amp ANL fuse was
also connected across the positive terminal of the main motor controller for its protection. All the
switches, contactors, and fuses were mounted on a grade P3 electrical Bakelite sheet and were
fitted at the site of the glovebox. The whole switch panel area was then duly covered with a
transparent acrylic shield to give a clear view of the switches and contactors. The existing stereo
system plate was replaced with a custom stereo system plate fitted with an aluminum plate on
which driver assistance items like the key switch, motor rpm display, FNR (Front Neutral
Reverse) switch, potentiometer, and led indicators were mounted. The key switch has three
positions (off, 1, and 2). On turning the switch at ‘1’ position the 48V system and secondary
motor contactor gets turned ON along with the whole 12V supply (hall sensor, headlights,
taillights, and brake lights) and at ‘2’ position, 72V supply gets turned ON resulting in the
closing of main motor contacts.

Fig 39 Switchboard location

 Fig 40 Control panel

The 48-12V buck converter had common ground with the 48V voltage supply and initially the
vehicle’s negative was ground to the body itself, so connecting the 48V ground to the body was
not done since it could lead to short-circuiting at the motor ends. The wiring diagrams of lights,
windshield wipers, and cockpit lights were referred from the vehicle’s wiring manual. The
negative wire was back-traced from all the required electrical accessories and the common body
ground was removed from the vehicle’s body. A separate ground wire was added and connected
to the common 48V ground. All the high-power-consuming light bulbs were replaced with less
wattage LED lamps for adequate illumination and reduced power consumption. In the whole
process, the vehicle’s ECU (Electronic Control Unit) was completely isolated and not used as per
the constraints. In case of emergency situations, a battery-disconnect kill switch was connected
between the contactors and battery. The whole wire selection was made according to the
American Wire Gauge system. For main motor and 72V connections, 50 mm^2 wires crimped
with 50 no. Wire lugs were used. For 48V connections, 16 mm^2 and 10 mm^2 wires were used.
All the wires, lugs, thimbles, and terminal nut-bolts were selected of copper material for better
conductivity and reduced losses. All the wire connections were covered with layers of
high-tension tape, insulating rubber tape followed by heat shrink tubes for increased insulation
and proper cable management was done using wire conduits and sleeves. A separate terminal
box was fabricated for the main motor terminals in which three layers of grade P3 Bakelite
sheets were sandwiched together using epoxy resin and bolted down to the main motor mount.
Three terminals made of copper bolts were protruded out from the box and separated using
Bakelite ribs to prevent short-circuiting. The whole terminal box was then concealed using a
custom 3-D printed cover. All the high voltage areas were marked using standard triangular high
voltage stickers.
RESULTS AND DISCUSSION
In the case of the secondary motor, the starting current was going beyond the current rating of
72-48V DC-DC buck converter which resulted in automatic tripping and beeping of the
converter at the time of motor starting even at no-load conditions. So, a 5kΩ variable resistance
or potentiometer had to be connected to its controller acting as a throttle instead of direct
starting.

The whole apparatus of the auxiliary motor was tested. The testing was first performed on power
steering pump alone with half-inflated tyres with the vehicle in a stationary position in order to
simulate heavy loading on the motor and current drawn was noted. According to the motor
performance characteristics, maximum torque could be achieved between 1200-1500 rpm. A
potentiometer was used to set the motor rpm within this range, and the current was noted.
Afterward, the brake pump was also coupled, and final readings of current drawn by the motor
turned out to be 18-19 amp in regular turning and surges of about 28 amp at the extreme end of
steering turns.

During testing in the case of power bakes, an issue of vacuum pump overheating was
encountered. Lack of proper oil flow in the pump body was assumed to be the cause since oil
was fed into the pump at pressure from the engine. So, the whole troubleshooting was carried out
in a series of iterations as follows:

Iteration 1: In this iteration, a high-pressure vessel (small gas cylinder) was modified with
adequate inlet and outlet hydraulic hoses and fitted at a certain height in order to allow the oil
flow under the effect of gravitational force. It was noted that in spite of feeding oil from height, a
very little volume of oil was coming out of the return pipe resulting in foaming of oil and heating
of hose pipe. The pump’s temperature also grew quite high. The brake pedal was working in
normal condition and very less resistance was felt while pressing as it is in the case of power
brakes.

Iteration 2: In this iteration, the pump was removed from the alternator and the vacuum body was
opened. The body was carefully examined for any foreign substances which could cause
excessive friction between the vanes and outer body but the body was clear. On further
inspection, it was noted that the inlet oil valve diameter was very small since initially oil was
getting pumped into the body under pressure. So in conclusion, it became evident that the pump
was getting heated due to lack of oil flow inside the body which acted as a lubricant along with
coolant for the vanes. The team had to make a decision between two alternatives:

1. Either install a pressure pump between the reservoir and the vacuum pump which would
pump the oil at pressure inside the body or replace the existing system with an
electronic 12V DC vacuum pump.
2. Increase the diameter of the inlet valve so that oil could easily flow in and out of the
body.

The second alternative was selected as the first one required replacement of existing 12V and
48V supply and further, it would have led to increased power load on the battery pack. On
testing, it was noted that the oil volume from the return hose increased substantially and the
pump heating was reduced drastically without any effect on the vacuum produced inside the
brake booster.

Iteration 3: In this iteration, the reservoir mount was designed and fabricated. The reservoir was
fitted with the required hydraulic pressure hoses and mounted at an appreciable height keeping oil
spillage and aesthetics in mind. The whole assembly of brake pump and steering pump was tested.
A negative pressure gauge was used to measure the vacuum generated inside the brake booster.
Firstly, readings were taken without the stock vacuum canister, which resulted in a vacuum value
of 398 mmHg. Secondly, the vacuum canister was attached to the pump which pushed the
generated vacuum value to 600 mmHg and smooth application of brakes. Further temperature
readings of the vacuum pump, corresponding motor rpm, and current values were noted. It was
observed that initially, temperature grew in a non-linear fashion and after a span of continuous
running (12 minutes), the temperature value got saturated up to 73°C. A graph was plotted as
shown.
 Fig 41 Temperature/Pressure vs run time graph for cooling oil

Further, these values were again noted for another working Mahindra THAR of the same variant
and year of manufacturing. Both the readings upon comparison showed a significant similarity.
CONCLUSION

Phase one of this project is completed in which Mahindra Thar CRDe BS-IV converted into an
electric vehicle. Mahindra Thar engine is replaced with BLDC motor to run the driveline. The
motor's output shaft is coupled with the gearbox input shaft using flexible jaw coupling. The
power source to run the motor is electric batteries. The motor is controlled by a Kelly controller.
Auxiliary BLDC motor is used to run the brake booster vacuum pump and steering fluid pump.
Thar is ready for road testing in direct drive. The acceleration of the motor is controlled by the
same foot pedal stock throttle is replaced by an electrical throttle .

SCOPE OF FUTURE WORK

Currently used lead-acid batteries could be replaced by Li-ion, Li polymer or LiFePo4 etc. which
could bring about a significant change in the efficiency and range of the vehicle.
Certain changes in BMS( Battery Management System ) could be done so that proper weight
distribution by the battery cells could be maintained, which will increase the vacant space and
after performing some iterations of analysis efficiency by this change can be increased.
Further there is also a scope of introducing Battery Thermal Management System (BTMS) which
will not only increase the efficiency of the battery packs and that of the vehicle but also increase
the State of Health of the batteries which will further reduce the cost to replace.

Annexure/appendix
calc
REFERENCES

[1]B. C. Keoun, “Designing an electric vehicle conversion,” in Proceedings of Southcon ’95,

Fort Lauderdale, FL, USA, 1995, pp. 303–308. doi: 10.1109/SOUTHC.1995.516121.

[2]S. Kaleg, A. Hapid, and M. R. Kurnia, “Electric Vehicle Conversion Based on Distance,
Speed and Cost Requirements,” Energy Procedia, vol. 68, pp. 446–454, Apr. 2015, doi:
10.1016/j.egypro.2015.03.276.

[3]Bhatt, Pooja and Mehar, Hemant and Sahajwani, Manish, Electrical Motors for Electric
Vehicle – A Comparative Study (April 3, 2019). Proceedings of Recent Advances in
Interdisciplinary Trends in Engineering & Applications(RAITEA) 2019, Available at SSRN:
Electrical Motors for Electric Vehicle – A Comparative Study or
http://dx.doi.org/10.2139/ssrn.3364887

[4]Jeffin Francis et al 2021 J. Phys.: Conf. Ser. 2070 012203

[5]J. de Santiago et al., "Electrical Motor Drivelines in Commercial All-Electric Vehicles: A

Review," in IEEE Transactions on Vehicular Technology, vol. 61, no. 2, pp. 475-484, Feb. 2012,
Available at: 10.1109/TVT.2011.2177873.

[6]Abkenar, Alireza Tashakori. "BLDC Motor Drive Controller for Electric Vehicles." Faculty of
Science, Engineering and Technology Swinburne University of Technology, Doctor of Philosophy
Thesis (2014). Available at:
https://researchbank.swinburne.edu.au/file/f63fd114-1fc2-431d-b038-64838f9751be/1/Alireza%
y20Tashakori%20Abkenar%20Thesis.pdf