近年來，永磁同步馬達廣泛應用於電動載具與高效率驅動系統，但其高度依賴稀土永磁材料，具有供應集中與價格波動等問題。因此，本研究以不需使用永久磁鐵之爪極式繞線轉子馬達為研究對象，提出整合自黏電磁鋼片爪極與金屬積層製造中央鐵芯之低鐵損轉子結構，以改善傳統實心爪極容易產生渦流損失的問題，並兼顧複雜三維磁路與原型機製造需求。
本研究首先建立磁等效模型，分析組裝空隙、漏磁、有效氣隙磁通、反電動勢及電磁轉矩之關係，再利用ANSYS Maxwell 3D進行爪極幾何、反電動勢、轉矩、渦流損失及效率地圖分析。最終馬達採用14極18槽結構，轉子激磁線圈為174匝，激磁電流為2.5 A。模擬結果顯示，S45C實心爪極之渦流損失為28.14 W，而25CS1500P自黏電磁鋼片爪極為4.92 W，降低約82.52%，證實疊片結構可有效限制爪極內部的渦電流路徑。
本研究亦完成原型馬達製作與空載反電動勢量測。在5000 rpm及2.5 A激磁電流下，實測相反電動勢有效值約為7.30 V，約為原始模型模擬值13.88 V的52.6%。經實際量測組裝間隙並於有限元素模型中加入0.2～0.8 mm組裝空隙後，模擬反電動勢下降至約7.3 V，與實測結果相近。效率地圖模擬亦顯示，加入組裝空隙後，5000 rpm下之最大輸出轉矩由約1.50 N·m下降至約0.85 N·m。研究結果顯示，自黏電磁鋼片爪極與積層製造中央鐵芯之整合結構具有製造可行性，但爪極與中央鐵芯之接合品質對有效氣隙磁通及輸出能力具有顯著影響，組裝精度為後續原型機性能改善的重要方向。

Permanent-magnet synchronous motors are widely used in electric mobility and high-efficiency drive systems, but their reliance on rare-earth permanent magnets exposes manufacturers to concentrated supply chains and material-price volatility. This study develops a magnet-free wound-field claw-pole motor and proposes a low-loss rotor that combines self-bonding electrical-steel claw poles with a metal additively manufactured central core. The laminated claw poles interrupt large eddy-current loops, while the additively manufactured core provides the three-dimensional magnetic path, field-coil space, and locating features required for prototype assembly.
A magnetic equivalent circuit was first established to relate field magnetomotive force, reluctance, leakage flux, assembly gaps, effective air-gap flux, back electromotive force, and electromagnetic torque. The design was then evaluated using three-dimensional finite-element analysis in ANSYS Maxwell. The final configuration has 14 poles and 18 slots, a 48 V dc bus, a target operating point of 5000 rpm and 1.5 N·m, and a 174-turn rotor field winding supplied with 2.5 A, corresponding to 435 A·turn. Under identical electromagnetic conditions, the eddy-current loss of the 25CS1500P self-bonding lamination claw poles was 4.92 W, compared with 28.14 W for solid S45C claw poles, representing an 82.52% reduction.
A prototype was fabricated and tested under no-load operation. At 5000 rpm and 2.5 A field current, the measured phase back-EMF was 7.30 V rms, or 52.6% of the 13.88 V predicted by the ideal model. After measured assembly gaps of 0.2-0.8 mm were introduced into the finite-element model, the calculated back-EMF decreased to 7.25 V, only 0.68% below the measurement. Although the peak efficiencies of the ideal and gap-inclusive models were similar, the torque envelope changed substantially: at 5000 rpm, the maximum torque decreased from approximately 1.45-1.50 N·m to 0.85 N·m. These results verify the loss-reduction potential and manufacturing feasibility of the proposed hybrid rotor, while showing that joint accuracy and contact quality are decisive for preserving air-gap flux and output capability.

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