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ing vehicle’s subsystems collaboration and calculating fuel consumption during four differ- ent driving cycles, which are depicted in Figure 6. Among the applied driving cycles are (a) European Driving Cycle ECE 15, (b) Extra Urban Driving Cycle (EUDC), (c) Supplemental Federal Test Procedure (SFTP-75) and (d) Japanese 10-15 mode driving cycle (JP 10-15). During ECE 15 cycle the vehicle covers a distance of 0.9941 km in 195 sec. The average and the maximum vehicle’s speed are equal to 25.93 km/h and 50 km/h, respectively and its maximum acceleration is 1.042 m/sec2. EUDC represents a more aggressive and high speed driving mode. The maximum developed and average speeds are equal to 120 km/h Variable Symbol Value Motor efficiency η ≥90% Magnets mass Mm ≤30 mm Motor total mass Mtot ≤15 kg Slot base width bss2 (0.15 hss– 0.5 hss) mm Slot opening width bs0 ≥2.0 mm Stator tooth width bst ≥2.5 mm Magnet height hm ≤10 mm Stator yoke height hsy ≥(hss/3) mm Rotor yoke height hry ≥9.0 mm Air gap length δ (1–3) mm Flux density in stator yoke Bsy ≤1.8 T Flux density in stator teeth Bst ≤1.8 T Flux density in rotor yoke Bry ≤1.8 T Flux density in airgap Bδ ≤1.0 T Table 3. Optimization problem constraints. Constant Symbol Value Magnet density ρm 7400 kg/m3 Remanence flux density Br 1.24 T Magnet relative permeability μr 1.09 Copper density ρCu 8930 kg/m3 Copper resistivity rCu 1.72 × 10−8 Ωm Steel density ρs 7650 kg/m3 Steel resistivity rs 5.1 × 10−8 Ωm Steel relative permeability μs 4000 Table 4. Optimization problem constants. Design, Optimization and Modelling of High Power Density Direct-Drive Wheel Motor for Light Hybrid Electric Vehicles http://dx.doi.org/10.5772/intechopen.68455 137