An interesting part here is probably manufacturing and not the motor itself : going from a prototype to something you can mass produce reliably is often the hard part
"In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing."
Really the kind of thing that should be earlier in an article about… that very thing the reader is wondering about, but maybe we arent the target audience?
A very good YouTube video from Munroe Live (an engineering firm specializing in "design for manufacturing") explaining it: https://youtu.be/dCO633KE7RA "Axial Flux Motors Explained"
Visited Astrall Dynamics, a Chinese startup that builds quadrupeds with axial flux motors here in Shenzhen. Super cool to see the robots in actions, carrying 60kg of weight up over 20 flights of stairs quite rapidly. The high torque at the compact form factor was super impressive. As far as I understood they are more complex to manufacture, especially at scale.
“What“ might be a long answer, but why anyone might want one is to have increased torque density for the given volume and diameter. So they are thin motors where the generated flux is parallel to the shaft. And they are like the standard PMSMs where you apply the same driving algorithm from the inverter side to use them.
> In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing.
For the AMG GT4 there will be 3 motors: two at the rear, and one at the front.
My interpretation (and my German's pretty lousy) is that each motor is combined with a gear system in a single package, and they're calling the overall package (motor plus gears) a High Performance Electric Drive Unit (HP.EDU).
The two rear motors will probably be independent, so no need for a mechanical rear diff (it'll be electronically controlled).
There's no mention of a front diff, so it's unknown whether that's built into the front HP.EDU or is a separate mechanical diff).
Most motors have N-S axis of magnets aligned tangential to the axis of rotation. Axial flux motors have N-S poles parallel to rotation. This allows motors to be thinner and wider as well as anyhow more lighter and sometimes easier made. Whether they make sense depends, it seems.
I would be careful about that video, it seems relatively "explaining this new amazing innovation that has no/negligible downsides (please invest in us)" rather than "explaining the practical pros & cons of this technology".
Thanks for posting this. Axial flux motors aren't some new sci-fi invention. We've had them in gadgets for a long time like in the floppy drive example. This is just one of the first industrial scale implementations of high-torque applications.
As far as I understand it's so small and lightweight you can put one on each wheel and remove brakes and still save weight (something something unsprung weight bad).
I remember when YASA announced it and when MB bought them. Amazing technology and advancement in electric motor design. Good to see they somehow try to commercialize it.
> can a car with 200kW propulsion have a 400kW regen
At the motor level it should be the same, in propulsion you’re converting current to torque and in regen you’re converting torque to current, with the same hardware. The high voltage wiring is the same and will set the same limit on current regardless of direction.
I believe bidirectional inverters are generally symmetrical as well, so that should not be a factor.
Which I reckon leaves two factors:
1. Battery C rates, afaik pretty much all chemistries have a higher discharge rate than charge rate, especially when trying to maintain them for a long time, so by that account regen power would at most be the same as propulsion (if the entire power train is sized for the battery’s charging rate).
2. Artificial limitations, obviously you could always artificially under-prop, though that seems unlikely outside of niche applications.
tldr: I don’t think so, except on a technicality (that you can artificially hobble propulsion).
Am I reading you right that breaking power (that you want to regenerate in the system) >> speeding power? Obvious now I come to think of it, and still pretty nifty new thing learned if true!
Four years ago, when YASA's invention was discussed on HN, it attracted very little interest. Mercedes apparently saw more potential and decided to invest.
Ah, another fantastic British innovator (YASA) having to realize its potential (and ultimately the downstream economic benefits of commercialisation) abroad.
Brought to you by the only country to have a space programme and abandon it.
Did they have to? My impression is British companies sell out as soon as they can these days. Is this something that could be changed with policy? Does Germany incentivise running companies more? Or is this cultural, e.g. British people are more risk averse?
It's very difficult to raise late stage capital in the UK, especially for deep tech. We invent so much but our capital ecosystem is all tied up in land and our pensions providers don't want to know.
> UK is by far the best country to raise venture capital in Europe
For late stage? Continental Europe has its banks and industrial policy. America and China have their deep pockets. Scaling out of the UK is incredibly hard, doubly so post Brexit, that’s why they sell early.
UK has City of London that dwarfs the banks of continental Europe. we're talking big banks, Fintech, HFT, etc. When you deal with Austrian banks you realize they're 10-20 years behind the UK.
> and industrial policy
Continental Europe has a large but somewhat inefficient(compared to Asia) and heavily subsidized industrial policy, acting more a a jobs program for politicians chasing votes and state subsidies, that the UK gave up on during Thatcher, and stayed in the niche, low volume but highly important aerospace and defense parts that dwarfs that of continental Europe.
Ofc that also means the labor market in UK is very K-shaped. Highly paid skilled niche jobs in London a the university research centers, and then a wasteland everywhere else.
I think Germany has tax rules that make exits harder, whereas it's very easy in the UK to sell. If you have a more free market next to protective ones it makes sense that your IP is going to flow in that direction.
Never become dependent on doing hideously complicated things. You will eventually struggle to choose to do something more efficient, as the european auto industry is currently displaying. The car where thid motor will be used will, given current market sentiment, be a massive flop. Here they are showing off how complex the manufacturing process is. Surely we’d all be better off with simpler and cheaper processes.
Efficiency and cost savings at scale usually involve an increase in complexity: in mass manufacturing, complexity is generally a fixed cost and so can be amortized over larger volumes.
By that logic we should all just be writing assembly manually. Screw hideously complicated higher level languages. Screw LLMs in particular, so complicated!
> Never become dependent on doing hideously complicated things
Is Mercedes stupid?
How did Carl Benz dare to do something as hideously complicated as building the first gasoline-powered car in history?
And why did they kept inventing complicated stuff that ended in all modern cars like ABS, adaptive cruise control, direct fuel injection, emergency brake assist, etc, etc?
Not all of those inventions are bad. But not all of them are coming from a place of necessity. All of them do increase complexity. My gripe with Mercedes is not that they are constantly pushing boundaries on what can be done with more tech. My main gripe is that the EVs they are building are essentially as complex as the ICE cars and follow largely the same design principles as the ICE cars. For instance, in the EQS, instead of applying engine breaking when the driver takes their foot off the pedal, they went to great lengths to _move the break pedal_ in proportion to the amount of engine breaking that is currently being applied as per the VCUs command. And yet the door cards on the EQS are not up to the standard of an S class.
My main gripe with MB is that they have this new technology that could simplify things and let them build a better product. Instead of building around it, they shove it in to their existing designs. I was expecting an electric S class to be more akin to a Lucid Air sans the teething problems of a new company. Instead, we get weak attempts at solving non issues.
And whilst they are certainly not in the market of producing affordable vehicles, I would hope that using EV tech they could create a better version of their existing fleet. I do not think anyone buying an A class cares about the 4 popper under the hood - losing it and simplifying radically, in my mind at least, would give them more budget and leeway to create a more compelling product.
> "instead of applying engine breaking when the driver takes their foot off the pedal, they went to great lengths to _move the break pedal_ in proportion to the amount of engine breaking that is currently being applied as per the VCUs command"
Regenerative braking slows the car more aggressively than an ICE where you take your foot of the gas, so the pedal change isn't putting on the brakes, it's communicating to a driver used to ICE that the car is slowing more than might be expected.
There may also be a sports-related reason for people who habitually left-foot brake.
You clearly have never used a car like that. You develop muscle memory for where the pedal is - finding that the pedal is not where it used to be does not inspire much confidence.
Every other manufacturer has managed to control regen breaking via throttle modulation - even ICE hybrid cars have been doing that for ages.
It depends how much you draw from the motor/generator. One can modulate it as they want, whatever can't go into the battery due to chemistry or drive constraints can be disposed of as heat.
The equilibrium of "good enough vs technological simplicity" for cars was probably reached in the 1950s. Everything after that was more or less solving "non-issues" with ever-increasing complexity ;)
"In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing."
Edit: a video from them on this particular YASA tech being discussed : https://youtu.be/m507ryWhc6c
https://www.instructables.com/Designing-and-Building-an-Axia...
> In contrast to conventional radial flux motors, the electromagnetic flux in an axial flux motor runs parallel to the axis of rotation. The key components are arranged in a disc‑shaped layout: two rotors sandwich the stator from the left and right. This design enables an especially compact motor architecture, high power and torque density, and new freedoms in drivetrain packaging. In the new Mercedes‑AMG GT 4‑Door Coupe, the motor at the front axle is just under nine centimetres wide; the two motors at the rear axle each measure around eight centimetres in width. The three axial flux motors are integrated per axle into so‑called High Performance Electric Drive Units (HP.EDU), where they are combined with a compact input planetary gearbox in a single housing.
I wonder why they need tree motors per axle.
For the AMG GT4 there will be 3 motors: two at the rear, and one at the front.
My interpretation (and my German's pretty lousy) is that each motor is combined with a gear system in a single package, and they're calling the overall package (motor plus gears) a High Performance Electric Drive Unit (HP.EDU).
The two rear motors will probably be independent, so no need for a mechanical rear diff (it'll be electronically controlled).
There's no mention of a front diff, so it's unknown whether that's built into the front HP.EDU or is a separate mechanical diff).
https://en.wikipedia.org/wiki/British_Racing_Motors_V16
Personally I’d love to see this make it’s way into power tools and CNC motors.
For example, can a car with 200kW propulsion have a 400kW regen (Tesla has upto 65) and are cost effective like friction brakes?
At the motor level it should be the same, in propulsion you’re converting current to torque and in regen you’re converting torque to current, with the same hardware. The high voltage wiring is the same and will set the same limit on current regardless of direction.
I believe bidirectional inverters are generally symmetrical as well, so that should not be a factor.
Which I reckon leaves two factors:
1. Battery C rates, afaik pretty much all chemistries have a higher discharge rate than charge rate, especially when trying to maintain them for a long time, so by that account regen power would at most be the same as propulsion (if the entire power train is sized for the battery’s charging rate).
2. Artificial limitations, obviously you could always artificially under-prop, though that seems unlikely outside of niche applications.
tldr: I don’t think so, except on a technicality (that you can artificially hobble propulsion).
https://news.ycombinator.com/item?id=31701133 Inside Yasa: how a British firm is revolutionising electric cars (2 points | 0 comments)
If you’re not caught up https://youtu.be/m507ryWhc6c?si=Hq3dfjXYxEIlYzeo
Brought to you by the only country to have a space programme and abandon it.
For late stage? Continental Europe has its banks and industrial policy. America and China have their deep pockets. Scaling out of the UK is incredibly hard, doubly so post Brexit, that’s why they sell early.
UK has City of London that dwarfs the banks of continental Europe. we're talking big banks, Fintech, HFT, etc. When you deal with Austrian banks you realize they're 10-20 years behind the UK.
> and industrial policy
Continental Europe has a large but somewhat inefficient(compared to Asia) and heavily subsidized industrial policy, acting more a a jobs program for politicians chasing votes and state subsidies, that the UK gave up on during Thatcher, and stayed in the niche, low volume but highly important aerospace and defense parts that dwarfs that of continental Europe.
Ofc that also means the labor market in UK is very K-shaped. Highly paid skilled niche jobs in London a the university research centers, and then a wasteland everywhere else.
What is the current market sentiment? Share of EVs is slowly rising so having a good motor as important as ever.
Is Mercedes stupid?
How did Carl Benz dare to do something as hideously complicated as building the first gasoline-powered car in history?
And why did they kept inventing complicated stuff that ended in all modern cars like ABS, adaptive cruise control, direct fuel injection, emergency brake assist, etc, etc?
My main gripe with MB is that they have this new technology that could simplify things and let them build a better product. Instead of building around it, they shove it in to their existing designs. I was expecting an electric S class to be more akin to a Lucid Air sans the teething problems of a new company. Instead, we get weak attempts at solving non issues.
And whilst they are certainly not in the market of producing affordable vehicles, I would hope that using EV tech they could create a better version of their existing fleet. I do not think anyone buying an A class cares about the 4 popper under the hood - losing it and simplifying radically, in my mind at least, would give them more budget and leeway to create a more compelling product.
There may also be a sports-related reason for people who habitually left-foot brake.
Every other manufacturer has managed to control regen breaking via throttle modulation - even ICE hybrid cars have been doing that for ages.
https://de.wikipedia.org/wiki/Datei:Wiesloch_Stadtapotheke_E...