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advantage compared to the other motors over all examined driving cycles, when the aspect of fuel consumption is examined. This may not be so clear if only the motor’s rated perfor- mance characteristics were taken into account. At this point, Motor C, which exhibit the higher nominal current compared to other topolo- gies, is going to be used as a case study for the description of the applied cooling system. It must be outlined that a suitable cooling topology for this kind of motor should gather the following features: (a) be easily implemented in the restricted surface of the motor and (b) be close as much as possible to the part of the machine, which is the main heat source (i.e. stator copper windings). Taking these into account, the attachment of a cooling channel into the inner yoke circumference is proposed. This configuration, which looks like a ring, permits the circulation of a coolant through a pipe with rectangular cross section and the removal of the heat from the inner stator surface. A pump combined with a heat exchanger/compressor Driving cycle Quantity Motor A Motor B Motor C Motor D Fuel consumption (l/100 km) 3.83 4.19 4.76 4.27 ECE 15 Fuel consumption (km/l) 26.11 23.86 21.00 23.41 Total fuel used (l) 0.0381 0.0417 0.0473 0.0424 Fuel consumption (l/100 km) 2.68 2.81 3.42 2.99 EUDC Fuel consumption (km/l) 37.31 35.59 29.24 33.44 Total fuel used (l) 0.2064 0.2164 0.2634 0.2302 Fuel consumption (l/100 km) 2.04 2.14 2.58 2.20 SFTP-75 Fuel consumption (km/l) 49.02 46.73 38.76 45.46 Total fuel used (l) 0.1176 0.1234 0.1488 0.1274 Fuel consumption (l/100 km) 3.39 3.50 3.94 3.46 JP 10-15 Fuel consumption (km/l) 29.49 28.54 25.41 28.94 Total fuel used (l) 0.1180 0.1221 0.1371 0.1204 Table 7. Comparison of HEV fuel consumption using the designed in-wheel motors for different driving cycles. 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 141