This paper introduces a new configuration of bi-directional multilevel converter in electric vehicle (EV) applications. It has multilevel DC-DC converter with a direct current (DC) link capacitor voltage balance feature. The multilevel DC-DC converter operates in bi-directional manner, which is a fundamental requirement in EVs. Compared to the conventional configurations, the proposed one only implements two extra power switches and a capacitor to balance the voltage of the T-type MLI capacitor over a complete drive cycle or at fault conditions. Therefore, no extra isolated sensor, control loops and/or special switching pattern are required. Moreover, the proposed configuration due to the high frequency cycle-by-cycle voltage balance between $C_n$ and $C_p$ the bulky electrolytic capacitors used in T-type MLI are replaced with longer life more reliable film capacitors. This will result in a size and weight reduction of the converter by 20%. This allows more real estate for the EV battery in the chassis' space envelope; to increase its capacity. The proposed configuration is tested and validated using a Matlab/Simulink simulation model. A laboratory prototype 1 kW is built to provide the proof of concept results as well.

This study introduces a novel methodology based on an extensive mathematical analysis, performed from basic electromagnetic principles, with an optimized cost for a magnetic levitation Hyperloop system. This new approach uses both permanent magnets and electromagnets to levitate, propel, and control a pod. The electrodynamic suspension system is emulated as a small pod attached with permanent magnets from the bottom, which resembles a short-rotor linear synchronous motor. A comprehensive finite-element analysis using ANSOFT Maxwell software on the effects of the magnetic field distribution of the coils due to the ac current flowing through them is investigated. The effects of the magnetic force exerted on the permanent magnet secondary are examined as well. The whole magnetic levitation system prototype was implemented in the laboratory as a proof of concept in order to validate and verify the simulation results. The simulation results are in full agreement with the mathematical analysis, which assures the validity of the design procedure and the magnetic analysis.

This paper introduces a unique quantified study about using low-losses fast-switching wide bandgap (WBG) devices, i.e., gallium nitride (GaN) and silicon carbide (SiC), over traditional Silicon (Si) devices in the switching of dc/dc converters, focusing on electric vehicles' (EVs) machine drive and battery charger. A detailed model of the power train of a Nissan Leaf was developed in PSIM software, with WBG semiconductors' capability. The model was simulated one time using GaN semiconductors and another time using SiC devices. Simulation results are quantified and a comparison between different semiconductors in terms of total losses and efficiency is presented. The developed PSIM model can also be extended to other EVs like Chevy Volt. A proof of concept prototype for a Nissan Leaf dc/dc converter was built in the laboratory and results were collected. Componentwise experimental results are presented and their correlation with simulation findings is demonstrated. In addition, experimental results of the overall power train test bench are found to be matched with the simulation results on a system level as well.

This paper presents a novel platform for accurate mathematical modeling of the propulsion system of electric cars. It provides, for the first time, a hardware-in-the-loop (HIL) real-time experimental verification case study of a General Motor Chevrolet Volt for power, control systems, and the mechanical systems. The contribution of this paper can be categorized into three approaches: First, each component of the powertrain is accurately modeled taking transient dynamics of all components of the electric vehicle into consideration. Further, a PSIM simulation platform is consequently developed to demonstrate the validity of this mathematical modeling. Finally, the Typhoon HIL is used to provide the experimental verification of the proposed model in real time, which precisely validates the viability of the model. HIL technology is used to prototype and test the proposed control system while simulating the power circuit on the HIL module platform. The permanent magnet synchronous motor and the power electronics hardware components are simulated in real time at which the parameters can be changed during the simulation. However, the control algorithm is generated as a C code and downloaded to the TI controller that exists on a digital signal processing board. The results from the simulation based on PSIM environment and hardware validations using HIL are in agreement, which validates the developed model. The performance has been investigated under different load operating conditions in real time to verify its robustness. The case study can be extended for any electric car as it provides a generic platform for modeling any propulsion system.

This paper introduces a novel engineering feasibility study for developing a future hybrid metro system, for the first time in Canada, that is of extremely low cost and independent of the utility grid. This system will eliminate the need of the rail cars to rely on the track substations and consequently the utility grid. This paper is based on the load profiles provided by Bombardier Transportation for its advanced rapid transit train running in Vancouver, BC, Canada. Simulation was performed for propulsion with and without auxiliary power with the assumption of an average power of 40 kW. To size the system for the worst case scenario, the regeneration power will not be taken into account in case the propulsion cuts off during regenerative braking. The subsystem modules described in the model are listed for reference purposes. The hydrogen consumption and storage are also calculated for each case with the tank options listed for each energy storage option. Furthermore, an analysis platform is being provided for a sound design of a hybrid metro car for the first time in North America. This systematic modular approach can be easily applied to any transit system worldwide. A successful design for a fuel cell hybrid train is given, which is fully independent on the electricity from the grid. The elimination of the wayside substations system, which is 90% of the cost of the transit system, presents huge initial and running cost savings and makes the rail car ridership very inexpensive.

In the context of the electric vehicle (EV) industry, multi-level inverters (MLIs) have garnered increasing attention due to their potential to harness the advantages of higher DC link voltages. Among the various MLIs, the three-level T-type neutral-point-clamped (T-NPC) topology stands out as a superior alternative to the conventional two-level six-switch counterpart. This paper presents an adaptive Space Vector Modulation (SVM) technique for the typical three-level T-NPC inverter, with the aim of enhancing inverter performance across a wide speed spectrum in EVs. Through a comprehensive process of design, simulation, and experimental analysis, the findings reveal improvements in efficiency when compared to both the two-level six-switch inverter and the T-NPC inverter employing conventional three-level SVM. These results underscore the advantages and effectiveness of the introduced control scheme, which increases efficiency without incurring additional costs of any additional circuit components or control effort. The paper provides a complete set of in-agreement simulation and experimental results, to provide the proof of concept.