## 1 Introduction
Specifically, due to their double salient structure, SRMs exhibit non-linear magnetic characteristics, high acoustic noise, high vibration, and a significant torque ripple [5;7]. Electromagnetic studies in the literature emphasize that reducing the torque ripple in SRMs is extremely important. In the studies where the torque ripple is attributed to the tangential and radial components of electromagnetic forces, understanding and eliminating these factors are considered crucial for effectively addressing the torque ripple problem in SRMs [2] since acoustic noise in electrical machines can originate from both mechanical and electromagnetic sources. Mechanical noise is often caused by production asymmetries, bearing vibrations, rotor alignment issues, and similar factors, while electromagnetic noise results from the temporal and spatial variations of the air gap forces in the radial and tangential directions [14]. In particular, SRMs tend to produce high levels of acoustic noise and vibration due to the vibratory nature of the radial forces. This poses a significant disadvantage in applications where quiet operation is required [15]. When examining the geometric structure of SRMs, it can be seen that, like other electrical machines, SRMs are classified into \"radial flux\" and \"axial flux\" based on the direction of magnetization. Radial flux SRMs (RFSRMs) have magnetic flux lines in their air gap that are perpendicular to the machine axis, and their air gap depends on their motor length. In axial flux SRMs (AFSRMs), the motor's air gap is dependent on the motor's diameter, and the magnetic flux lines in their air gap are parallel to the machine's rotation axis. The increased air gap area in axial machines compared to radial machines allows for the effective utilization of the magnetic flux produced by the winding current. Additionally, the flat shape and high aspect ratio of AFSRMs make them highly suitable for wheel hub motor applications [8;9;16]. In electric vehicles, a multi-motor drive system created by placing motors within the wheels eliminates transmission losses. This is because transmission losses in electric vehicles lead to reduced range, lower efficiency, higher operating costs, and increased weight [10]. Axial flux motors are also a critical parameter for electric vehicles in this context. Additionally, AFSRMs, despite having significant structural differences from RFSRMs, operate based on the same electromagnetic principles. AFSRMs are driven by the reluctance torque generated between the stator and rotor. Additionally,although AFSRMs share the same operating principles as RFSRMs, they produce a higher torque per unit volume compared to an RFSRM of the same volume and weight [17; 18; 19; 20]. The phase inductances of AFSRMs can be expressed using the Fourier series, as shown in Equations (1)-(4) [21; 22]. \[L(i,\theta)=L_{0}(i)+L_{1}(i)cos(P_{r}\theta)+L_{2}(i)cos(2P_{r}\theta) \tag{1}\]  
\[L_{0}(i)=\frac{1}{2}\bigg{[}\frac{1}{2}(L_{a}+L_{u})+L_{m}\bigg{]} \tag{2}\]  
\[L_{1}(i)=\frac{1}{2}(L_{a}-L_{u}) \tag{3}\]  
\[L_{2}(i)=\frac{1}{2}\bigg{[}\frac{1}{2}(L_{a}+L_{u})-L_{m})\bigg{]} \tag{4}\]  
where \(\theta\) represents the rotor position, \(i\) represents phase current, \(P_{r}\) refers to the number of rotor poles, \(L_{a}\) and \(L_{u}\) represent the inductance values in the aligned and unaligned positions, and \(L_{m}\) is the inductance value obtained at the midpoint between the aligned and unaligned positions. In this study, the axial flux SRM design, which combines the fully pitched structure, which has more difficult control algorithms compared to the short-pitched structure, but has made great progress with the developments in recent years, and the axial flux structure, which is increasingly used, with a low torque ripple and minimized axial forces, is presented. Fully pitched SRMs produce a higher torque than conventional SRMs at equivalent copper losses. In fact, in a typical industrial context, this situation can reach levels of 20-30% [23; 24; 25; 26].