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A three-phase transverse flux permanent magnet (PM) motor with flux concentrating (FC-) topology that has a segmented stator is studied in this dissertation. The phases of the stator have been placed around the rotational axis of the machine instead of placing them in a classical way over each other along the axial direction. Through this phase arrangement, the electrical and mechanical shifts between the phases are considered to ensure proper operation of the transverse flux machine (TFM) without the need of extra components such as a start-up capacitor or a special designed power supply. The segmented stator construction has required that the conventional ring coils to be replaced by a type of concentric winding that take a saddle shape enabling parallel magnetic circuits to take place. This has initiated studying the effect of the distances located between the phases on all over the performances of the machine. In order to select an initial construction for the stator, a preliminary assessment study of some conventional PM-TFMs having ring coils are carried out, through which they are re-designed as outer rotor motors and compared based on the level of electromagnetic torque and the inductance profile. As the main application of the design is to achieve a compact construction for an outer rotor, low noise and speed too for possible future in-wheel applications, the most interesting issue in this study is how to bring all the phases of the machine around the shaft in one layer without losing the torque productivity as when the phases are placed under each other in the conventional way. Therefore, the designed machine is set in further theoretical evaluation studies via finite element method (FEM) with the conventional layered TFM, and it shows that the TFM with segmented windings has a better torque density as its correspondence in the conventional layered structure. This result is in favor to the segmented structure, in particular, about 31% of the PMs number in the segmented structure (i.e., total number of PMs located between the phases) will not have an active role in the torque production. A detailed mathematical theory has been analytically developed and investigated to show the validity and limitation of the design. The study has incorporated how the segmentation of each phase and placement of the two parts opposite to each other can improve the mechanical balance of the TFM and hence quite rotation. The approach has been shown for two- and three-phase PM-TFMs. Moreover, illustration for applying the same principle of segmented stator to surface PM topology of TFMs is analytical verified and shown via FEM. Possible constructions with segmented stators are developed in a periodical table format to give the machine designer a shortcut for a possible construction with the selected number of magnets, number of segments per phase and the desired space between the phases. Since the noise is a well-known problem of TFMs, due to the ripple in the electromagnetic torque waveform and the natural magnetic normal forces, the normal and axial forces in PM-TFM with segmented stator have been investigated too, where introducing more segments per phase will reduce their effects. In order to validate the theoretical investigation, a low-scaled test machine is designed, constructed and a complete test bench has been built to experimentally test the machine. The experimental investigations have included generator and motor operation modes as well as measuring the ratings, performances of the machine and the starting methods. The test machine has reached via the conducted tests an average torque of about 2.1 Nm with an efficiency of 53% and it has a great development potential to be improved via shaping of stator poles, the room available for the windings, fill factor and more optimization possibilities. Based on the theoretical and experimental investigations, the operation of the segmented winding design of PM-TFM proves itself to work and to have a future for compact motors in industrial operation, or as in-wheel outer rotor motor for mobile platforms. For higher power applications, a machine with such type of stator should be designed with big diameters that will allow the utility of more PMs as well as more segments per phase, where both are involved in the torque production, i.e., more torque density for the segmented TFM.

Diese Arbeit beschäftigt sich mit den Entstehungsmechanismen störender Geräusche am elektrischer Radnabenmotor und beschreibt ein multiphysikalisches Modell, welches diese nachbildet. Daraus werden Gegenmaßnahmen abgeleitet und bewertet. Ein vibroakustisch optimierter Steuerungsansatz, wird weiterentwickelt und auf das zu untersuchende experimentell angewandt. Des Weiteren werden Grenzen und das Zusammenwirken des optimierten Steuerungsansatzes mit der Motorregelung näher beleuchtet.

In dieser Arbeit wird die Auslegung eines Planetengetriebes als Radnabenmotorkonzept für einen Formula Student Rennwagen erläutert. Als Grundlage dafür dienen die bereits entwickelten und gebauten Fahrzeuge, insbesondere der Cr120 und der elektrifizierte Cr115e, des Os.Car Racing Teams der FH Campus Wien. Der Umstieg des Teams auf ein elektrisches Antriebssystem steht bereits fest und ist lediglich eine Frage der Zeit, weshalb für diesen Bereich sehr viel neues Wissen erworben und aufgearbeitet werden muss. Deshalb beschäftigt sich diese Arbeit in einem großen Umfang damit, welche Antriebskonzepte und Möglichkeiten der Umsetzung es gibt und zeigt ein selbstentwickeltes Radnabenmotorpaket, welches eingesetzt werden kann. Den Ausgangspunkt bildet eine umfassende Recherche über die Formula Student Electric allgemein, sowie eine Analyse der Top 20 Teams in der Weltrangliste. Anhand dieser Auswertung sind klare Trends, sowie funktionierende Konzepte und Konstruktionen gut zu erkennen, an welchen sich die Eigenentwicklung, neben Wissen aus Fachbüchern, orientiert. Als Antrieb für das ausgelegte Radnabenmotorkonzept wird das AMK „Racing Kit“ mit vier AMK DD5 Synchron-Servomotoren verwendet, welche an der Innenseite der Radträger befestigt sind. Das 1½-stufige Planetengetriebe, mit einer Übersetzung von 1:14, ist komplett in den Radträger integriert und sorgt für ein Moment von bis zu 294 Nm pro Rad. Neben der Gesamtkonstruktionsübersicht und einem Einblick in die einzelnen Komponenten, wird die Integration in ein bestehendes Fahrzeugkonzept des Teams behandelt und ein abschließendes Fazit, sowie ein möglicher Ausblick gegeben. This thesis deals with the design of a planetary gear as a wheel hub motor concept for a Formula Student racing car. The vehicles that have already been developed and built, in particular the Cr120 and the electrified Cr115e, of the Os.Car Racing Team at the FH Campus Wien serve as the basis for this. The teams' switch to an electric drive system has already been decided and is only a matter of time, which is why a lot of new knowledge must be acquired and processed in this area. Therefore, this thesis deals to a large extent with which drive concepts and possibilities of implementation there are and shows a self-developed wheel hub motor package which can be used. The starting point is extensive research on Formula Student Electric in general, as well as an analysis of the top 20 teams in the world rankings. Based on this evaluation, clear trends as well as functioning concepts and constructions can be easily recognized, on which the own development is based alongside with knowledge from specialist books. The AMK "Racing Kit" with four AMK DD5 synchronous servo motors, which are attached to the inside of the wheel carriers, is used as the drive for the designed wheel hub motor concept. The 1½-stage planetary gear with a ratio of 1:14 is completely integrated into the wheel carrier and provides a torque of up to 294 Nm per wheel. In addition to the overall design overview and an insight into the individual components, the integration into an existing vehicle concept of the team, a final conclusion and a possible outlook is given.

This contribution deals with the topic of the consistent further development of a wheel hub motor for battery electric vehicles (BEV) based on the principle of an outer rotor switched reluctance machine (SRM). The research work presented in this paper was founded by the ERDF.NRW program, Investment for Growth and Employment and the European Regional Development Fund. The R&amp, D project was named Switched-Reluctance fo(u)r wheel (SR4Wheel). Based on the experience made by first prototype Evolution 0 (EVO 0), developed in the Laboratory for Automation Engineering, Power Electronics and Electrical Drives of the Cologne University of Applied Sciences (CUAS), the test results of EVO 1, as well as the redesign, EVO 2 is presented in this paper. The prototype EVO 0, a first proof of concept leads to several optimizations and lessons learned for the predecessor model EVO 1. The overall target of developing such a gearless outer rotor wheel hub motor is the full integration of the complete machine including its power electronics into the given space between the original friction brake and the rim. Furthermore, due to the additional integration of the power electronics, great opportunities in terms of new vehicle design as well as retrofitting capabilities of already existing vehicle platforms can be achieved. Thereby, further drive train assembly space like the engine compartment is no longer necessary. The SRM does not require magnets for torque production which leads to independence from the changeable commodity prices on the rare earth element markets. This paper presents the developing process, testing, and verification of the innovative drive train concept starting with the final CAD of EVO 1. During the testing and verification process a machine characteristic mapping is performed on a drive train test bench and subsequently the results of a finite element analysis (FEA) are plausibility checked by the test bench results. The process continues with energy conversion test scenarios of the project demonstrator vehicle on a roller test bench focused on noise vibration harshness (NVH) behavior and efficiency. As a conclusion, the gained knowledge by evaluating two EVO 1 prototypes on the rear axle of the test vehicle, and the design for the front axle drive train EVO 2 will be presented. As a major task on the front axle, the limited space due to the large disc brake can be identified and solved.

This paper outlines the development of the ROboMObil, an innovative electro-mobility concept based on intelligent central control of four Wheel Robots, which integrate the drivetrain, brakes, steering and dampers. The motivation behind the Wheel Robot concept, the implementation details together with the suspension design are described. The electric power system, consisting of a Li-Ion battery cluster to provide high-voltage power for propulsion and a low-voltage supply for vehicle control, is also discussed. Finally, we provide an overview of the Shared Autonomy control architecture and an outlook on the future research projects based on this demonstrator platform.

The revolutionary changes in automotive industry which are based on the following trends in environmental protection, lead to the new requirements that must be met in modern vehicles. Thus, for the automotive industry, electric powered vehicles are becoming an increasingly relevant factor in the competition against climate change. The expert community is united in the opinion that e-mobility is becoming the dominant factor in improving the operating efficiency of vehicles. At the same time, the key aspects of changes in the context of the development of vehicles represent directions that bring serious changes to the traditional automotive industry, especially in its design and technological basis. One special example of a possible way of change represents an in-wheel motor which provides a powerful and compact drive solution for electric vehicles. The in-wheel motor as a modular element of an electric drive has long been known. In-wheel motors for a vehicle have remarkable advantages as compactness and present a wide field of research for possible integration in vehicle structures. Currently, the development of motor-in-wheeled electric transport drives is continuously increasing. However, such a constructive solution for the vehicles could not be implemented until recently for a variety of reasons. First of all, due to the impossibility of development of a compact, highly efficient drive that meets its power and torque requirements. Therefore, the main disadvantage of the in-wheel motor is an unsprung weight. This is why a usage of modern lightweight technologies in in-wheel motors is significant. The purpose of this thesis is to present for the first time the findings and conclusions about the potential of the novel in-wheel motor design with significant specific power and torque density for a vehicle with regard to manufacturability and functionality. For this purpose, the design methodology of the in-wheel motor was presented, which has an ambivalent manner. On the one hand the ascertainment of increased potentials for modern lightweight technologies and materials according to their application on the in-wheel motor is applied to minimize the total weight of the motor. On the other hand, an increase of the power and torque characteristics is realized by the usage of new concept of the motor active parts – novel winding technique and arrangement of the magnets. In addition, features such as functionality, stiffness and robustness have been considered due to the innovative approach of specific load compensation in the in-wheel motor. Relevant research has demonstrated that integration of the in-wheel motor in common vehicles together with a unique coupling element is soluble. The potentials of the developed methodology were demonstrated by component and system testing of the completed prototypes., Die revolutionären Änderungen in der Automobilbranche, die auf den Tendenzen des Umweltschutzes beruhen, führen zu den neuen Anforderungen, die in modernen Fahrzeugen erfüllt werden müssen. Für die Automobilindustrie werden somit die elektrisch angetriebenen Fahrzeuge zu einem immer wichtigeren Faktor im Wettbewerb gegen den Klimawandel. Die Experten sind sich in der Meinung einig, dass die Elektromobilität zu einem dominierenden Faktor wird, da die Steigerung der Fahrzeugeffizienz somit gewährleistet ist. Gleichzeitig stellen die Schwerpunkte der Veränderungen im Zusammenhang mit der Entwicklung von Fahrzeugen die neuen Entwicklungsrichtungen dar, die gravierende Veränderungen für die traditionelle Automobilindustrie mit sich bringen, insbesondere in Bezug auf Design und technologische Basis. Ein spezielles Beispiel der möglichen Art und Weise von Veränderungen stellt ein Radnabenmotor dar, der eine leistungsstarke und kompakte Antriebslösung für Elektrofahrzeuge bietet. Der Radnabenmotor als modulares Element des Elektroantriebs ist schon lange bekannt. Radnabenmotoren für die Fahrzeuge haben erhebliche Vorteile wie die Kompaktheit und stellen ein weites Forschungsfeld für eine mögliche Integration in die Fahrzeugstruktur dar. Zurzeit nimmt die Entwicklung von elektrischen Radnabenantrieben kontinuierlich zu. Allerdings war es bis vor kurzem aus einer Vielzahl von Gründen nicht möglich, eine solche konstruktive Lösung für die Fahrzeuge einzusetzen. Zunächst einmal aufgrund der Unmöglichkeit, einen kompakten, hocheffizienten Antrieb zu entwickeln, der den Leistungs- und Drehmomentanforderungen genügt. Folglich ist der Hauptnachteil des Radnabenmotors eine ungefederte Masse. Aus diesem Grund ist der Einsatz moderner Leichtbautechnologien im Radnabenmotor von Bedeutung. Ziel dieser Arbeit ist es, erstmals die Erkenntnisse und Schlussfolgerungen über das Potential der neuartigen Radmotorkonstruktion mit signifikanter spezifischer Leistungs- und Drehmomentdichte für ein Fahrzeug im Hinblick auf Herstellbarkeit und Funktionalität darzustellen. Zu diesem Zweck wurde die Entwurfsmethodik des Radnabenmotors in zwiespältiger Weise vorgestellt. Zum einen wird die Ermittlung erhöhter Potentiale für moderne Leichtbautechnologien und -werkstoffe entsprechend ihrer Anwendung auf den Radnabenmotor angewendet, um das Gesamtgewicht des Motors zu minimieren. Zum anderen wird eine Erhöhung der Leistungs- und Drehmomentcharakteristika durch den Einsatz eines neuen Konzeptes der motoraktiven Teile - neuartige Wicklungstechnik und Anordnung der Magnete, realisiert. Zusätzlich wurden solche Eigenschaften wie Funktionalität, Steifigkeit und Robustheit durch die Verwendung eines innovativen Ansatzes der spezifischen Lastkompensation im Radnabenmotor berücksichtigt. Aktuelle Untersuchungen haben gezeigt, dass die Integration des Radnabenmotors in ein konventionelles Fahrzeug in Verbindung mit einem speziellen Kupplungselement lösbar ist. Die Potentiale der entwickelten Methodik wurden durch Komponenten- und Systemtests an den fertigen Prototypen demonstriert.