In Pursuit of Proper BLDC Motor Design for

Electric Bicycles
O. Ustun, G. Tanc, O.C. Kivanc and G. Tosun

1Φ
Abstract -- In this paper, an electric bicycle motor design ܾ௦଴ Stator Slot Opening Width (m).
study is presented according to the related standard. ‫ܮ‬௦ Stator Inductance (H).
Fundamental dimensions and characteristics are kept within
some certain boundaries by means of motor rated power and II. INTRODUCTION
physical constraints arising from standard bicycle sizes available
on the market. Slot/pole ratios and winding configurations are
investigated comprehensively in order to obtain a proper design
of electric motor due to the facts of pedal assisted electric bicycle
T ODAY, electric bicycles have an important place in world
light electrical vehicle market as a commercial entity.
Electric bicycles are becoming widespread, thus, many
application. After defining the motor parameters and the countries have declared legal regulations concerning their use
materials that are used the motor design an optimisation
attempts are undertaken by using an analytical solver which is [1]. The characteristics of pedal assisted (pedelecs) bicycles
employing both numerical calculations and finite element are given by EN 15194 European Standard [2]. According to
method (FEM) analyses. Motor designs are assessed based on this standard, the maximum rated power of the system must be
torque production, weigh, efficiency and ease-of-manufacture. A 250 W. When the speed exceeds 25 km/h the assist power
concise experimental study is conducted for prototype motor in must be cut-off [2]. In order to reach at higher speeds, the rider
order to evaluate validity of design study. must spend his/her own power. In a sense, pedal assisted
Index Terms—BLDC motor; sub-fractional slot winding
motors; electric bicycle; finite element method. bicycles are hybrid vehicles which combine human power and
electric power. Assist would only appear when the driver is
I. NOMENCLATURE pedalling. When the pedalling ceases, motor support is
decreased and comes to a halt. The system voltage is limited
ܶ Torque (Nm).
with 48 V for safety. The fundamental approach in the
‫ܦ‬௥ Rotor Diameter (m).
determination of the limits is to include pedelecs in the bicycle
‫ܮ‬௥ Rotor Axial Length (m).
classification. The legal status of the electric bicycles that are
‫ܭ‬ǡ ‫்ܭ‬ோ௏ Torque Per Rotor Volume Constant
covered by EN 15194 standard, is the same with that of regular
(Nm/m3).
ܰ Number of Turns. bicycles. Therefore, for the rider of a pedelec, there is no need
‫ܤ‬௚ Air Gap Flux Density (T). driving license, tax obligation or age restriction [2].
In this study, a suitable electric motor design for electric
R Winding Resistance (ȍ).
bicycles is aimed. The general approach in motor design, is to
ܰ݅ Ampere-Turn (A).
determine the motor fundamental parameters such as motor
‫ܦ‬௧ Wire Diameter (m).
type and rated values depending upon the requirements of the
‫ܣ‬௦ Slot Cross Area (m2).
particular application.
‫ܨ‬௦ Stator Fill Factor (%).
Since the electric bicycle application presented in this study
ߩ Copper Resistivity (ȍ·m).
is required to comply with EN 15194, its characteristic are
‫ܬ‬ Current Density (A/mm2)
determined with respect to this standard. The rated output
fs Stator Frequency (Hz). power of the motor is chosen as 250 W and the motor voltage
‫ܧ‬ Induced Voltage (V). level as 36 V after investigating the batteries used in the
݇௪ Winding Factor. electric bicycles widely found in the market [3,4].
݇௘ Back-EMF Constant (Vs/rad). While browsing through the literature about electric
݇௧ Torque Constant (Nm/A). bicycles, it has been seen that mostly brushless DC motors are
‫ܤ‬௧௢௢௧௛ Tooth Flux Density (T).
employed in high performance electric bicycles [5-7].
‫ܤ‬௦௧௔௧௢௥ Stator Flux Density (T).
Therefore, it is decided that a thorough investigation must be
‫ܤ‬௥௢௧௢௥ Rotor Flux Density (T).
conducted on the characteristics of brushless DC motors in
‫׎‬ Air Gap Flux (Wb).
detail so as to select the most appropriate motor that answers
ߤ଴ Permeability of air (H/m).
the fundamental requirements of the system.
݄௦ଶ Stator Slot Depth (m).
ܾ௦ Slot Width (m).

O. Ustun is with the Department of Electrical Engineering, Istanbul O.C. Kivanc is with the Department of Electrical and Electronics
Technical University, Istanbul, Turkey (e-mail: oustun@itu.edu.tr). Engineering, Okan University, Istanbul, Turkey (e-mail:
G. Tanc is with the Department of Electrical Engineering, Istanbul cihan.kivanc@okan.edu.tr).
Technical University, Istanbul, Turkey (e-mail: gtanc@itu.edu.tr). G. Tosun is with Mekatro R&D Company, Istanbul, Turkey, (e-mail:
gtosun@mekatro.com).

l-))) 

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 By analysing electric motor and bicycle operation
constraints the motor power value is determined. There are
some slot/pole configuration suggestions in literature [7,8].
After the selection of motor structural parameters and
materials which leads to provide an optimum design, the first
attempt is done to a refined design by utilizing ANSYS®
RMxprt software. Different geometries and topologies are
created in the software environment to define optimum
designs.
The design outcomes will then be compared to the target
values for torque, speed and efficiency. In case the design
values do not convergence those of the targets, the design
procedures will be repeated for new slot/pole ratios. The
designs will be assessed based on the torque quality, weight,
efficiency and ease of manufacture and the most appropriate
slot/pole configuration will be determined. For the selected
motor, various dimensional and slot related analyses will be
conducted and then electromagnetic analysis study will be
realized for these models. The models which are obtained by
means of RMxprt, will then be analysed by ANSYS® Maxwell
which uses finite element method. After the analyses will be
compared the most suitable design will be selected and
manufactured eventually. The target topology is investigated
by means of different dimensions and slot geometries. 3D
models are built to obtain accurate performance prediction in
such motors having short axial length and large diameter.
Firstly, RMxprt calculations are analysed then these findings
are transmitted to ANSYS® Maxwell FEM environment to find
out precise and reliable design values. The most successful
design is chosen for prototype manufacturing which is
evaluated by considering both optimum performance and ease
of manufacturing.
A specially designed test bed is used to conduct
experimental studies on motor loading and heating. After the
experimental results are found to be acceptable, the motor is
mounted into the real axle of bicycle and its integration with
the bicycle is achieved. The tests showed that the system was
working within the required performance level.
III. DESIGN PARAMETERS OF BRUSHLESS DC MOTOR
The main approach for determining electric motor
dimensions is to take the output power as the main reference.
For a certain speed value, this way leads designer to consider
shaft torque as key parameter. From the fundamental torque
equation, it is obvious that the produced torque is depending
on rotor axial length proportionally and rotor radius quadratic.
The torque value related to the rotor dimensions is given as
the torque per rotor volume (TRV) value which is binding the
total torque production to motor volume. TRV is an essential
key for the designer which enabling to pass the first step of
design effort. The constant K also depicts the performance
grade of the motor [9, 10].
ܶ ൌ ‫ܦܭ‬௥ ଶ ‫ܮ‬௥
Ͷ‫ܭ‬ ܶ ʹܰ‫ܤ‬௚ ܰ݅
‫்ܭ‬ோ௏ ൌ  ൌ ଶ ൌ
ߨ ߨ‫ܦ‬௥ ‫ܮ‬௥ ߨ‫ܦ‬௥
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Relations including motor geometry and dimensions are
given in Eq. (1) and Eq. (2). The first choice is rotor outer
diameter for a direct drive outer rotor motor. After that the
inner diameter which is also carrying the hints of back iron
thickness and depth of magnet is determined. The depths of
magnet and back iron are inevitable measures of air gap flux
density and, of course, the torque production. Air gap length
is chosen to satisfy the highest possible flux density as well as
manufacturability. The air gap length is directly affecting the
K value which is reflecting the quality of torque production
[11]. In electric bicycle designs, a low-speed and high-torque
design is targeted to satisfy the requirements of related
standards. Other important constraints are due to the
mechanical structure. For large air gap diameter, surface
mounted permanent magnet motor operated in vibrating
conditions, it is not so possible to select the air gap length
below the 1 mm, as a rule-of-thumb. Considering torque
production capability of motor the wire diameter becomes a
main concern in designing effort. These values also affect
stator filling factor and winding number of turns as it is seen
in Eq. (3).
‫ܨ ܣ‬
(3)
௦ ௦
‫ܦ‬௧ ൌ ඨ
ܰ
Another important impact of the wire diameter which is
depending on current density, is on number of turns. Due to
the flux distribution, the slot geometry which is affecting the
slot fill factor can be chosen as rectangular or round type. In
design phase these factors are taken attention seldom, but in
implementation phase, those unconsidered parameters can
cause failure of design validation. Again, as an upper limit, the
maximum current density is taken as 8 A/mm2, for those types
totally closed inner stator motors. An all teeth wound motor
with and admissible slot fill factor is chosen to provide thinner
design due to the winding overhangs.
According to the above facts, the winding resistance can be
calculated to foresee the stator copper loss. To obtain a low
copper loss design, the wire diameter must be chosen as large
as possible. Note that this selection also brings some
constraints in slot filling. The expressions showing the effect
of wire diameter in winding resistance and current density are
given below in Eq. (4) and Eq. (5).
ߩ‫ܮ‬௥ ܰ (4)
ܴൌ ߨ ଶ
‫ܦ‬
Ͷ ௧
‫ܫ‬ (5)
‫ܬ‬ൌ ߨ ଶ
‫ܦ‬
Ͷ ௧
There is no direct effect of current density in induced
voltage as shown in Eq. (6). But also these values is directly
affected by number of turns which is a limitation of stator slot
filling factor.
(1)
݂௦ ܰ݇௪ ‫׎‬ (6)
(2) ‫ ܧ‬ൌ ʹߨ
ξʹ

 TABLE I
DOUBLE LAYER WINDING MOTOR DESIGN RESULTS

Slot/Pole
12/10 12/14 18/16 18/20 24/20 24/22 24/26 24/28 36/30 36/34 36/38 36/42
(Double Winding)

Winding Factor 0.933 0.933 0.945 0.945 0.933 0.949 0.949 0.933 0.933 0.952 0.952 0.933

Winding Number 97 90 68 66 52 50 50 50 36 35 34 34

Phase Resistance [ȍ] 0.34 0.36 0.32 0.3 0.29 0.28 0.29 0.3 0.26 0.26 0.25 0.26

Inductance [mH] 3.60 2.90 2.02 1.80 1.40 1.26 1.26 1.24 0.98 0.90 0.86 0.80

ke [Vs/rad] 1.22 1.12 1.3 1.25 1.34 1.31 1.32 1.25 1.38 1.37 1.35 1.33

kt [Nm/A] 1.34 1.28 1.4 1.38 1.43 1.39 1.42 1.37 1.46 1.45 1.43 1.43

Cogging Torque [Nm] 0.06 0.03 0.01 0.004 0.01 0.001 0.002 0.033 0.06 0.001 0.0009 0.03

Cogging Torque [%] 0.50 0.26 0.08 0.03 0.08 0.01 0.02 0.28 0.49 0.01 0.01 0.25

Efficiency [%] 78.1 75.1 80.1 80.6 82 82.2 81.3 80.4 82.9 82.9 82.9 82.7

Mass [kg] 4.68 3.86 3.99 3.53 3.7 3.46 3.22 2.86 3.09 2.85 2.62 2.49

The winding inductance is depending on various
parameters. Obviously, the most dominant factor on winding
inductance is number of turns. The inductance which is seen
unimportant previously in electric motor design gains a value
in electric vehicle propulsion applications by means of field
weakening and regenerative braking contributions. The stator
inductance expression is given below in Eq. (7).
ߤ଴ ݄௦ଶ ‫ܮ‬௥ ሺʹܰሻଶ
‫ܮ‬௦ ൌ
͵ܾ௦
Copper and iron losses can be diminished by using high
quality materials for a certain design geometry but anyhow for
decreasing values of output rated power the total losses do not
follow proportionally. In other words, for low power motors,
it is obvious that it cannot be possible to get higher values of
efficiencies due to the scaling. Another fact is relatively higher
copper losses arising from relatively high torque production.
For different slot/pole combinations a number of design
studies is conducted to find out the optimum design for electric
bicycle propulsion. To single out the best possible design,
some important performance criteria are taken into account
considering both rider comfort and the total performance. As
it can be seen in Table 1, the first concern is to select higher
pole numbers which lead proper low speed operation.
To make a proper comparison, considering the output
power is 250W, for all motor designs the shaft speed and shaft
torque are kept as 200.8 min-1 and 11.9 Nm consecutively. As
it can be conceived quickly, for increasing number of poles,
the phase windings are distributed and required less copper
amount. In similar manner, the flux is distributed by requiring
thinner back iron and magnet depth. A compromise is given
for inductance values which are quite larger for small slot/pole
numbers. But in electric bicycle case, the rotational speed of
electric motor is more decisive. So the larger inductance value
is relative according to the closer slot and pole numbers.
By decreasing winding resistance, the cooper losses are
diminished and this is resulted with higher efficiencies. Of
course, alternate teeth wound motors are superior in torque
production due to their higher value of winding factor. But all
teeth wound motors are preferred because of their resulting
thinner structures due to the windings overhangs. However,
for increasing pole numbers this superiority is decaying which
(7) is in favour of all teeth wound motors.
An evaluation study based on the obtained designs using
both RMxprt and ANSYS® Maxwell FEM software is emerged
36/34 and 36/38 designs. Both designs have the advantages of
low cogging, high efficiency and light weight. Due to the
similar high performance parameters, 36/34 design is selected
by means of easy manufacturing and reduced cost.
Keeping the flux density as constant which is satisfying the
required torque production, back iron, stator teeth and stator
yoke dimensions are altered to get most possible optimum
design. As it is known in electric motor designs with higher
number of poles, slots are containing less number of turns to
produce the required torque value. Due to the increased value
of pole number, the copper and iron material use is reduced
which is resulting light weight motor structures. Reduced
winding number of turns leads lower winding resistances and
brings low copper loss and higher efficiency inherently.
One of the main problems which is encountered during
design work is to select winding type; i.e. alternate teeth
wound or all teeth wound stator designs [12, 13]. Alternate
teeth wound motors can reach higher winding factor which
bring the capability of higher torque production with small
number of turns. Besides, all teeth wound motors can be
designed with smaller axial lengths due to the shorter winding
overhangs. The trade-off between two different stator winding
types tends to dominance of all teeth wound stators because of
thinner design requirements in e-bike in-wheel motors.



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 After the evaluation process of completed designs, the all
teeth wound 36/34 and 36/38 slot/pole designs come forward
with their high efficiencies and thinner, light weight
structures. The 36/34 design is preferred only by considering
low magnet part count. Although, the numerous advantages of A B C
alternate teeth wound motors which are containing simple
structure and higher winding inductance value, the all teeth
wound motor designs are preferred due to the shorter axial
lengths which is essential for assembly limitations arising
from bicycle rear fork. (a)

A
B

(b)

Fig. 1. 36/34 motor winding schema.

IV. DESIGN STUDY

After the selection of proper design, the selected design is
optimized iteratively. The optimization study is processed by (c)
means of slot opening, number of turns of windings.
In Fig. 1 the winding arrangement of selected motor is Fig. 2. 36/34 BLDC motor torque production, current and efficiency results
shown. As it can be seen, all teeth wound stator winding is provided by RMxprt software

chosen accordingly. All possible stator and rotor dimensions
are used to target an optimized motor type. Design study has
three main stages: the first stage is including pre-design
calculations by using RMxprt software package, the second
stage is about a detailed analysis by using FEM analyser
software (ANSYS® Maxwell) both in 2D and 3D, the third is
for comparing the obtained design results to single out the
most suitable design for the target application. The torque
production and winding currents and efficiencies of three
selected designs are given in Fig. 2(a), 2(b) and 2(c),
respectively. As it shown in Fig. 2(c) study result is given
which is having small range of peak efficiency which is not so
useful light electric vehicle propulsion applications. Mostly,
these maximum efficiency ranges must be widened by
modulating some design parameters which are providing
higher efficiency ranges.
An example of 2D design study which is including
distribution of flux density and flux lines is shown in Fig. 3.
The essential design process is needed to implement 3D
magnetic field analysis in this type of hub motors. The 3D
design study is shown in Fig. 4. In this figure, physical model,
flux distribution and flux lines of a designed attempted are
given.
Three of resulting designs are given in Table 2. The
performance parameters of designed motors are close to each
other. By considering the main concern as cogging torque and
the efficiency values almost equal Design-A and Design-C can
be seen as candidates for qualification. Design A is coming
forward with its low cogging torque and light weight. But
more important feature is its bso value which enabling a
structure without pole-shoe shape. This slot type implies using
transformer type windings which can be inserted to slots easily
so that the manufacturing process will be far easy by means of
winding assembly.
By using the obtained results which are given in Table.2,
the design types of electric motors can be easily compared and
evaluated. The most critical performance values can be
conceived as efficiency, cogging torque and weight of motor.
The minor considerations are bso, number of turns and torque
constant ultimately. Design-B can be seen as worst design by
means of cogging torque.



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 TABLE II
DOUBLE LAYER WINDING MOTOR DESIGN RESULTS

Motor bso Winding Btooth Cogging Torque Cogging Torque

L [mH] ke [Vs/rad] kt [Nm/A] Efficiency [%] Mass [kg]
No [mm] Number [T] [Nm] [%]

A 5.42 36 1.761 0.92 1.37 1.45 1.29 0.01 82.9 2.76

B 4 35 1.798 0.97 1.34 1.43 4.95 0.04 83 2.76

C 2.67 33 1.775 1.04 1.36 1.45 1.5 0.01 83.2 2.87

The fundamental values which are showing the quality of

design are given in Table 3. By considering the standard
bicycle wheel sizes the rotational speed of electric motor is
fulfilling the feature of cut-off speed at 25 km/h as in
EN15194 standard. Of course the further study must be
implemented which is including heating and vibrating effects
of electromechanical structure.

(a)

(a)

(b)

Fig. 3. 2D FEM analysis of the designed motor. (a) Flux distribution, (b) Flux
lines.

The cogging torque value directly affects riding comfort of

electric bicycle which is deteriorated by intermittent torque
(b)
pulsations. The slot opening values of Design-A indicate the
ease of manufacturing feature while that of Design-C shows a
saturation occurrence in stator teeth. Considering all these
factors, Design-A is singled out as the most useful candidate
for prototype manufacturing.
After the selection, Design-A is conveyed to prototype
manufacturing process. It is obvious that Design-A is
fulfilling all the conditions which are mentioned before as
electric bicycle drive motor requirements. The higher winding
inductance which is a result of sub-fractional slot design
motor can be seen as an unexpected superiority of the selected (b)
topology which is providing an extra field weakening
Fig. 4. 3D FEM analysis results of designed motor.
capability and a higher regenerative breaking performance.
The design selected for manufacturing is having a proper TRV
value which is indicated as in previous literature [10].



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 TABLE III
DOUBLE LAYER WINDING MOTOR DESIGN RESULTS

Motor Parameter Value Motor Parameter Value

Rated Power (W) 250 ke (Vs/rad) 1.37 (a)
Rated Voltage (V) 36 kt (Nm/A) 1.45
Slot/Pole Number 36/34 Cogging Torque 1.29
(mNm)
Slot Filling Ratio 53 Line Current(A) 8.4
(%)
Mass (kg) 2.76 Current Density 4.9
(A/mm2)
Resistance (ȍ) 0.26 Efficiency (%) 82.9
Inductance (mH) 0.92 Rated Speed (min-1) 199.2 (b)
Btooth (T) 1.762 No Load Speed (min-1) 255.4
Fig. 6. Motor manufacturing steps. (a) Rotor back iron and magnets, (b) All
Bstator (T) 0.95 Rated Torque (Nm) 11.98 parts of motor before assembly.
Brotor (T) 0.96 Maximum Moment 92.7
(Nm)
VI. EXPERIMENTAL RESULTS
V. MANUFACTURING OF BRUSHLESS DC MOTOR The manufactured prototype is tested by using a special test
bed which is including a loading generator of 500W. The
The designed motor is meant to be mounted in rear wheel
experimental setup is shown in Fig. 7. The output of loading
axle. So the outer diameter and axial length of motor have
generator is connected to a resistor bank via a controlled
some certain exact limitations. The motor must be fitted into
rectifier. In experimental study, the shaft torque and speed of
rear wheel fork. And also recent electric bicycle motor
motor are monitored for different loadings levels which are
designs carry their motor controllers inside of stator inner
including also overloading conditions. Thus, phase voltages
diameter. So the motor design must be complying these
and currents are measured via oscilloscope.
aforementioned constraint. The auxiliary parts of electric
motor, e. g. carcass of rotor back iron, are chosen as
lightweight materials so that a light weight design can be
obtained.
The motor controller PCB is fixed inside of stator. This
structure enables to enter only battery leads into in-wheel
motor via hollow rear shaft. The winding insulations class is
chosen as H which is considering overloading of motor during
performance tests. It is obvious that the intermittent operation
of electric bicycle motors can lead to implement lower Fig. 7. Motor test bed.
insulation classes such as E or F. The cross-sectional view of
manufactured motor and the manufacturing phases of stator, As it can be seen in Fig. 8(a) the motor efficiency is kept
rotor and whole motor can be seen in Fig. 5 and Fig. 6. constant a wide range of operation speed which can be seen
as superior performance for electric bikes. Also, power and
shaft torque variations versus shaft speed are given in Fig.
8(b) and (c). Also, a heating test is conducted at 250W of shaft
power, i.e. rated power of prototype motor according to the
standards. The temperature rise is obtained as 71.6 K which is
adequate for these types of motors.. The heating test is based
on resistance variation methods. All findings are experimental
study are indicating the validation of designed motor for
electric bicycle applications. In Table IV, a comparison
between the designed motor and a commercially available e-
(a) bike motor is given.

TABLE IV
COMPARISON OF DESIGNED MOTOR DESIGN AND COMMERCIAL MOTOR[3]

Parameter Proposed Commercial

Motor Motor
Rated Power (W) 250 250
Rated Voltage (V) 36 36
Rated Speed (min-1) 199.2 200
Rated Torque (Nm) 11.98 12
(b) No of Pole Pairs 17 12
Resistance (ȍ) 0.26 0.12
Fig. 5. Motor manufacturing steps. (a) Physical model of implemented motor,
(b) Manufactured stator.
Air Gap Flux Density [T] 0.92 0.79
Efficiency [%] 82.3 69



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(a)
(b)
(c)
Fig. 8. Experimental result. (a) Efficiency vs. Speed, (b) Power vs. Speed, (c)
Torque vs. Speed.
VII. CONCLUSIONS
In this study, prototype BLDC motor for electric bicycle
applications is designed and manufactured according to
EN15194 European Standard. The main constraints of design
are emerging from the related standard and bicycle structures
in the market. The target output power of motor is 250W and
this motor is meant to be designed for pedal assisted electric
bicycle. By considering all the regulations including 25 km/h
cut-off speed and comparing different motor topologies the
36/34 slot/pole combination and all teeth wound stator
structure are selected. A thorough design study is conducted
to obtain the optimum motor design which is well-suiting for
electric bike propulsion by implementing pre-design
calculations and a detailed FEM magnetic field analysis. All
sizing limitations due to the dimensions of standard bicycle
structures are also taken into account. The optimum motor
design is achieved by means of maximum efficiency, a
suitable rated speed and low cogging torque. The designed
motor is manufactured compatible with a standard bicycle.
The manufactured prototype motor is tested by using a special
designed test bed. The test results are agreeable and implying
the validation of design study. Also, the operating temperature

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of motor for continuous duty is permissible and the motor can
be operated at overloading conditions.
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IX. BIOGRAPHIES
Ozgur Ustun received the degree from the Electrical Engineering from
Istanbul Technical University, Istanbul, Turkey, in 1990, and the Ph.D.
degree from the same university. He is currently an Associated Professor with
the Electrical Engineering Department, Istanbul Technical University. He is
also the founder of Mekatro R&D Company. He has participated in many
institutional and industrial projects. His research interests include linear
electric machines, direct-drive technologies, electric vehicles, power
electronic circuit design and simulation, mechatronic system design,
automotive mechatronics, and robotics.
Gamze Tanc received her M.Sc. degrees in Electrical Engineering from
Istanbul Technical University, Istanbul, Turkey in 2014. Her research
interests include design of electric machines, electric drive systems.
Omer Cihan Kivanc received his B.Sc. degrees in Electrical Engineering
from Istanbul Technical University, Istanbul, Turkey in 2011. He is currently
working toward the Ph.D. degree with the Okan University, Istanbul, Turkey.
He is currently a Research Assistant with the Electrical and Electronic
Engineering, Okan University. He is also work as an Electrical Engineer in
Mekatro R&D Company. His research interests include sensorless motor
control strategies, electric drive systems, electric vehicles and robotics.
Gurkan Tosun received his B.Sc. degrees in Electrical and Electronic
Engineering from Okan University, Istanbul, Turkey in 2014. He is currently
working toward the M.Sc. degree with the Okan University, Istanbul, Turkey.
He is currently work as an Electrical Engineer in Mekatro R&D Company.
His research interests include design of electronic circuits, electric drive
systems, electric vehicles and robotics.