![]() ![]() Torque and power requirements for the EV drive systems. Therefore, the power converter shown in Figure 1 is implemented using a step-up DC-DC in cascade with a DC-AC traction inverter (see Figure 2 DC-DC + DC-AC block). Thus, there is a limitation of the maximum number of battery cells that could be connected in series, and a step-up dc-dc power converter is required to reach the requirements of the inverter converter. The performance of the whole pack is limited by the weakest cell and the oversizing of the power inverter and the electric motor to ensure peak power delivery at a low state of charge (SoC) of a battery pack with a wide voltage variation at different SoC. The connection of cells in series exponentially increases the probability of failure of the battery pack. The battery cells for EVs are usually connected in series to meet the voltage requirements of the power converter (inverter). Still, there is not a linear relationship between car range and battery capacity because adding the weight of the battery reduces the efficiency on the road. In EVs, the battery is generally sized by the energy requirements to allow a specific range to be reached. The theoretical analysis has been validated on a 400 V 1.6 kW prototype and tested through simulation and an EV powertrain system testing.ĮVs powertrain configurations: hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs). Both digital control loops and the necessary transition mode strategy are implemented using a digital signal controller TMS320F28377S. The inner feedback loop is based on the discrete-time sliding-mode current control (DSMCC) strategy, and for the outer feedback loop, a proportional-integral (PI) control is employed. DC-bus voltage regulation is implemented using a digital two-loop control strategy. A high-efficiency step-up/step-down versatile converter can improve the EV powertrain efficiency for an extended range of electric motor (EM) speeds, comprising urban and highway driving cycles while allowing the operation under motoring and regeneration (regenerative brake) conditions. Therefore, extending this converter to higher voltage applications such as the EV is a challenging task reported in this work. The converter is based on the versatile buck–boost converter, which has shown an excellent performance in different fuel cell systems operating in low-voltage and hard-switching applications. This work presents a novel dc-dc bidirectional buck–boost converter between a battery pack and the inverter to regulate the dc-bus in an electric vehicle (EV) powertrain. ![]()
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