Browse Topic: Power electronics
As the brain and the core of the electric powertrain, the traction inverter is an essential part of electric vehicles (EVs). It controls the power conversion from DC to AC between the electric motor and the high-voltage battery to enable effective propulsion and regenerative braking. Strong and scalable inverter testing solutions are becoming more essential as EV adoption rises, particularly in developing nations like India. In India, traditional testing techniques that use actual batteries and e-motors present several difficulties, such as significant safety hazards, inadequate infrastructure, expensive battery prices, and a shortage of prototype-grade parts. This paper presents a comprehensive approach for traction inverter validation using the AVL Inverter TS™ system incorporating an advanced Power Hardware-in-the-Loop (PHiL) test system based on e-motor emulation technology. It enables safe, efficient, and reliable testing eradicating the need for actual batteries or mechanical
The distribution of mobility equipped with electrified power units is advancing towards carbon-neutral society. The electrified power units require an integration of numerous hardware components and large-scale software to optimize high-performance system. Additionally, a value-enhancement cycle of mobility needs to be accelerated more than ever. The challenge is to achieve high-quality performance and high-efficient development using Model-Based Development (MBD). The development process based on V-model has been applied to electrified power units in passenger vehicle. Traditionally, MBD has been primarily utilized in the left bank (performance design phase) of the V-model for power unit development. MBD in performance design phase has been widely implemented in research and development because it refines prototype performance and reduces the number of prototypes. However, applying the MBD to an entire power unit development process from performance design phase to performance
With the rapid adoption of electric vehicles (EVs), ensuring the reliability, safety, and cost-effectiveness of power electronic subsystems such as onboard chargers, DC-DC converters, and vehicle control units (VCUs) has become a critical engineering focus. These components require thorough validation using precise calibration and communication protocols. This paper presents the development and implementation of an optimized software stack for the Universal Measurement and Calibration Protocol (XCP), aimed at real-time validation of VCUs using next-generation communication methods such as CAN, CAN-FD, and Ethernet. The stack facilitates read/write access to the ECU’s internal memory in runtime, enabling efficient diagnostics, calibration, and parameter tuning without hardware modifications. It is designed to be modular, platform-independent, and compatible with microcontrollers across different EV platforms. By utilizing the ASAM-compliant protocol architecture, the proposed system
The design and improvement of electric motor and inverter systems is crucial for numerous industrial applications in electrical engineering. Accurately quantifying the amount of power lost during operation is a substantial challenge, despite the flexibility and widespread usage of these systems. Although it is typically used to assess the system’s efficiency, this does not adequately explain how or why power outages occur within these systems. This paper presents a new way to study power losses without focusing on efficiency. The goal is to explore and analyze the complex reasons behind power losses in both inverters and electric motors. The goal of this methodology is to systematically analyze the effect of the switching frequency on current ripple under varying operating conditions (i.e., different combinations of current and speed) and subsequently identify the optimum switching frequency for each case. In the end, the paper creates a complete model for understanding power losses
Horse Powertrain revealed more information about its all-in-one hybrid powertrain, the Future Hybrid System, at IAA Mobility 2025 in Munich in September. The new details involve a 1.5-L, four-cylinder unit with integrated engine, motor, and transmission that was designed to replace an EV's front electric drive module to convert that EV into a hybrid, PHEV, or range-extended EV. Horse Powertrain revealed two variants of the Future Hybrid System (FHS) in Munich. The first, called Performance, is 740 mm (29 in) wide and uses two motors in a P1 + P3 configuration, with one each on the engine output and transmission output shafts. The second, the Ultra-Compact, is 650 mm (26 in) wide and is designed to sit between the engine and transmission. The 1.5-L engine, a dedicated hybrid transmission, and a full suite of power electronics for hybrid use are used in both versions. The company said an even smaller version - by 70 mm (3 in) - with three cylinders is being investigated.
Increasing the mission capability of ground combat and tactical vehicles can lead to new concepts of operation that enhance safety and effectiveness of warfighters. High-temperature power electronics enabled by wide-bandgap semiconductors such as silicon carbide can provide the required power density to package new capabilities into space-constrained vehicles and provide features including silent mobility, boost acceleration, regenerative braking, adaptive cooling, and power for future protection systems and command and control (C2) on the move. An architecture using high voltage [1] would best satisfy the ever-increasing power demands to enable defense against unmanned aerial systems (UAS) and offensive directed energy (DE) systems for advanced survivability and lethality capabilities.
The interaction of electric, electronic (E/E) and mechanical components defines the quality of a BEV’s powertrain. Component selection, their integration and calibration aim at meeting legal requirements for EMC and safety as well as competitive targets for efficiency, NVH and driving comfort. These tasks in particular need attention on electromagnetic events on the DC bus, the high-power electronics of inverters, the e-motors, and the drive shaft. Each component within this environment is defined by its electromechanical features with variabilities selected from a large set of operating parameters. Consequently, a complete powertrain and its controllers give rise to endless combinations for powertrain operation. How to understand and avoid risk laden and ineffective parameter options, how to find powertrain control parameters for safe, efficient and comfortable operation? And how to find solutions within competitive development timeframes? Particular issues include high voltage risks
A new low-cost, scalable technology can seamlessly integrate high-speed gallium nitride transistors onto a standard silicon chip. Massachusetts Institute of Technology, Cambridge, MA The advanced semiconductor material gallium nitride will likely be key for the next generation of high-speed communication systems and the power electronics needed for state-of-the-art data centers. Unfortunately, the high cost of gallium nitride (GaN) and the specialization required to incorporate this semiconductor material into conventional electronics have limited its use in commercial applications.
The advanced semiconductor material gallium nitride will likely be key for the next generation of high-speed communication systems and the power electronics needed for state-of-the-art data centers.
Smaller devices that can do the same or more efficient work than silicon can lead to markedly smaller EV powertrain components. This story starts in 2017, when the Department of Energy's U.S. DRIVE partnership laid out targets for power electronics for 2025 in a technical team roadmap: power density of 100 kW/l for a powertrain that would last either 300,000 miles or 15 years, at a cost of no more than $2.70 per kW. Progress in the intervening years led to an updated roadmap in 2024, specifying stricter 2025 targets of 150 kW/l power density at a cost of no more than $1.80 per kW, based on a 600-volt system. Along with that came more refined targets for 2030 and 2035. For 2030, the goal is an 800-volt system that produces peak power of 200 kW maintained for 30 seconds, and a power density of 200 kW/l that costs no more than $1.35 per KW. The goal for 2035 now sits at 225 kW/L for $1.20.
Electric vehicles (EVs) present a distinct set of challenges in noise, vibration, and harshness (NVH) compared to traditional internal combustion engine (ICE) vehicles. As EVs operate with significantly reduced engine noise, other sources of noise, such as motor whine, power electronics, and road and wind noise, become more noticeable. This review paper explores the key NVH issues faced by EVs, including high-frequency tonal noise from electric motors, gear meshing, and vibrations. Additionally, it examines recent advancements and trends in NVH mitigation techniques, such as active noise control, improved material insulation, and advanced vibration isolation systems. Furthermore, this paper discusses the role of computational tools, simulation technologies, and testing methodologies in predicting and addressing NVH concerns in EVs. By providing an in-depth analysis of the challenges and the latest innovations, this review aims to contribute to the ongoing development of quieter and
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