Improving Efficiency of Hybrid Electric Vehicle

Using Matrix Converters

The study discusses a revolutionary improved AC/AC powertrain connection for HEV
hybrid automobiles. Such a connection makes a significant contribution by doing away with
the 4QC auxiliary converter required for autonomous and hybrid operational modes and
replacing it with a power-lesser 0x5 matrix converter. A streamlined connection offers the
potential for improved HEV powertrain efficiency in addition to lower auxiliary converter
sizing. As a result, the traction 3x5 MxC matrix converter is used directly in direct 05
configuration for powertrain operation in autonomous traction accu-battery modes, while
the auxiliary 0x5 matrix converter is used in hybrid ICE engine and battery modes in
addition to the traction 3x5 MxC matrix converter. In the paper, modeling and simulation of
traction powertrain setup in autonomous modes utilizing Matlab-Simulink environment are
described.

Index Terms—AC/AC powertrain; 3×5 matrix converter; 0×5 matrix converter; Five-phase
induction motor.

I.INTRODUCTION
HEVs play a significant role in the automobile industry, the national economy, and the provision
of transportation and traffic services. According to electrical powertrain, the following powertrain
types are conceivable: [1]–[4]
1. Pure DC/DC powertrain based on DC generator (dynamo) and DC traction motor(s);
2. Mixed AC/DC one based on AC generator, AC/DC converter, and DC traction motor(s);
3. Mixed AC/DC/AC powertrain based on AC generator, AC/DC front converter, DC interlink,
DC/AC end converter (VSI-inverter), and AC traction motor(s);
4. Pure AC/AC powertrain with AC generator, direct AC/AC converter without DC interlink, and
AC traction motor(s).
While personal HEVs with DC/DC powertrains are no longer in use, some high-power dumpers
exist (such as BelAZ in the Russian Federation) [2].
Typically, front-end converter systems with a DC-voltage interlink are used in series HEV
powertrains. The car's configuration with motor-wheels gives it flexibility; it gets rid of the central
drive motor and related transmission components that make up the vehicle's propulsion system.
The key benefits of an electric motor in a wheel include highly precise, individually adjustable
traction and braking torque without the need for a gearbox, drive shaft, differential gear, or other
complicated and weighty power transmission components [3]. Fig. 1 depicts one such traction
system.
Fig.1. Classical series HEV with two VSI converters, two motor wheels, and electronic
differential: ICE – internal combustion engine, SG – synchronous generator, TR – traction
rectifier, AB – traction accu-battery, VSI – voltage source inverter, TM1,2 – traction motors, VCS
– vehicle control system, and MCON – traction motors control.

A.Potential Possibilities of Improving the Efficiency of AC/AC powertrain

In comparison to a conventional AC/DC/AC powertrain, the following potential improvements in
direct AC/AC powertrain efficiency are possible (see Figs. 1 and [5] and [6]):
1. to replace the AC/DC/AC powertrain with a direct AC/AC converter and free the traction
rectifier TR (matrix- or cyclo-converter type),
2. replacing the conventional inverse connected two IGBT switches with two antiparallel-
connected reverse blocking RB IGBT,
3. replacing the conventional 3-phase traction motors M1 and M2 with 5-phase motors,
4. to use independent control of two traction motors fed by single AC/AC converter,
5. to use software reconfiguration of direct AC/AC converter for all operational modes of AC/AC
powertrain.

II. DIRECT AC/AC POWERTRAIN WITH EFFICIENCY

CONTRIBUTION
The HEV with AC/AC powertrain's structural plan is depicted in Fig. 2.
A three-phase generator and a five-phase motor, or a [3x5] direct converter, are a good
compromise between the various numbers of phases traction generator and traction motor, as it is
demonstrated in [4]. A hybrid driving mode, in which the vehicle is powered by an ICE engine
and an electrical motor functioning simultaneously, is made feasible by such an arrangement of
the AC/AC powertrain [1].

ICE
G M1

M2
-

VCS

Fig. 2. Direct AC/AC series HEV with one MxC converter, one auxiliary 4QC battery converter,
and two traction motors with independent control.
A.Comparison of 3-Phase VSI Powertrain and 3- Phase Matrix Powertrains
In the papers [7, 8], it is demonstrated that when matrix converter (MxC) with an active VSI
converter front-end for the matrix converter's induction motor drive for the same silicon area in
both converters, semiconductor losses are lower under full load operation (11-22% depending on
switching frequency). It is possible to reduce the MxC's device current rating by one-third while
maintaining a similar level of thermal device stress. As a result, if the electrical portion of the
powertrain (converter and motor) experiences overall power losses that are, let's say, 20% of the
transmission power, then the converter's losses are 40% of that amount. This implies that the
electrical component of the powertrain might operate at an 8–12% better efficiency. Regarding the
number of phases, it is not possible to connect both traction motors to a single direct traction
converter if the motor has more than three phases [9], [10].
B.Comparison of Three-Phase and Five-Phase Matrix Converters
The voltage is evidently periodic and exhibits the desired amplitude and frequency. It is possible
to infer the following statements from [5], [11], and [12].
The five-phase application has the following advantages in comparison of the three-phases
application:
 The speed curve response time dynamics is faster;
 The torque curve has fewer ripples rate;  The value of the output voltage of converter is higher;
 Furthermore, the amplitude of the output current in five-phase is reduced compared to the three-
phase (from 4.5 A to 3.5 A), which can prevent deterioration of the windings and use smaller
gauge switches (reduce the cost of purchase and maintenance).
In terms of input voltage and output current waveforms, both applications have nearly identical
characteristics (almost sine waveforms), and when disturbance is applied to both machines, the
speed curves exhibit the same load compensation behaviors (the decrease and increase in speed
due to the variation of the load are quickly corrected by PI controllers).
A simulation analysis of the 3-phase and 5-phase VSI inverter, which can be employed for an
indirect control operated matrix converter, is done from the perspective of the powertrain
efficiency [11]. Modeling and simulation are described in section III.
A simulation analysis of the 3-phase and 5-phase VSI inverter, which can be employed for an
indirect control operated matrix converter, is done from the perspective of the powertrain
efficiency [11]. Section III provides an explanation of modeling and simulation.
C. Direct AC/AC Powertrain comparison using 4QC and [0–5] MxC battery converters.
One of the drawbacks of a direct AC/AC powertrain with a 4QC battery converter (Fig. 2) is that,
when a HEV is supplied by the battery, the total traction power passes through two converters in
autonomous traction mode. In light of this, we assume a new direct AC/AC powertrain with a [0–
5] MxC battery converter (see Fig. 3).
3x5
ICE
SG M1
MxC

AB M2
-

Fig. 3. Direct AC/AC series HEV with one MxC converter and one auxiliary [0x5] MxC battery
converter.
Using the connection depicted in Fig. 3, when operating in autonomous traction mode with a HEV
as the power source, all traction power passes through a single [0x5] MxC converter, which is
easily made from [3x5] MxC [11]. It follows that a direct AC/AC powertrain will have a higher
efficiency. Modeling and simulation are addressed in section III.
D.Comparison of IGBT and RB_IGBT
If IGBT switches feature free-wheel diodes, the antiparallel connection of these two RB IGBT can
be used in matrix converter connections as a bidirectional switch. Electric firms like IXYS and
FUJI produce switches with integrated diodes in the collector of IGBTs.
Reverse blocking transistors offer improved efficiency and fewer power losses from the
perspective of the powertrain efficiency. The comparison of traditional and reverse blocking
IGBTs for all types of losses is shown in Fig. 4: on-state P on , saturation Psat , switching Poff ,
and reverse recovery P rr ones. The switching frequency utilized in the circuit under test affects
the power loss values. Redrawn from [13], Figure 4 The frequency increase from 2 to 20 kHz
results in a 10% increase in losses.
From the Fig. 4. It is evident that overall losses for reverse blocking IGBTs are smaller than losses
for conventional IGBTs. The process of calculating and simulating losses is covered in [14].
E.Comparison of Three-Phase and Five-Phase IM Tractive Motors
As previously indicated, the five-phase machines have some intrinsic advantages over the three-
phase version. The increased torque density, greater efficiency, and fault tolerance of five-phase
machines over three-phase ones are their main advantages. Reduced electromagnetic torque
pulsation and a decrease in the necessary rating per inverter leg are two further benefits. When
compared to three-phase drives, five-phase drives have improved noise characteristics. [10], [11],
[15]

Fig. 4. The comparison of IGBTs with freewheel diodes and IGBTs with blocking diodes (RB_IGBT):
s
Due to the simultaneous increase in the frequency of the torque pulsation and decrease in the
magnitude of the torque ripple, higher phase number should produce smoother torque. It's
conceivable for the five-phase machine to have a higher torque density. even if they differ from
the basic spatial field harmonics. The total torque production can be increased by using the space
field harmonics. Additional degrees of freedom exist in multi-phase machines with five or more
phases, and they can be utilized to increase torque production through higher-order current
harmonics are introduced. A third current harmonic injection can be employed in a five-phase
induction machine to increase overall torque production [10], [11], [15]. The multi-phase drive
system studies that have been done thus far are for high-performance variable speed applications.
For specialized uses like ship propulsion, traction, lifting electric cars, and safety-critical
applications requiring a high level of redundancy, the five-phase drive is seen as a strong option.
However, there hasn't been much research done on general-purpose driving applications utilizing
multi-phase machines.
F. Comparison of Independent Control of Two Traction Motors Fed by Single AC/AC Converter with
Motors Fed by Two AC/AC Converters from the View of Efficiency
Using separate controls for two traction motors that are powered by one direct AC/AC converter
as opposed to two (see Fig. 2) shows that the single converter's power losses are marginal. higher
and the powertrain's efficiency is lower, yet it is not the important growing. However, as stated by
the authors in despite the fact that multi-phase, parallel motor drives and multi-phase multi-motor
drive systems that are connected in series are practical and, in theory, provide dynamic quality
users lack a realistic hope for performance as well for business uses up till now.
G.Software Reconfiguration of Direct AC/AC Converter for All Operational Modes of AC/AC Powertrain
The AC/AC powertrain with [35] matrix converter makes it possible to transform the basic
converter connection ([35]) into any of [05], [33], [03], or [0] ones, in contrast to the prior
powertrain connection with VSI converter and DC link. Therefore, as previously said, we can
easily establish a [35] matrix connection for direct power supply of the drivetrain from the accu-
battery through [05] MxC to the traction motors (Fig. 5(a) and Fig. 5(b)).
+

4QC
-
AB

BDS
BDS
IM IM

Fig. 5. Autonomous accu-battery mode with [3x5] MxC+4QC (a), and [0x5] MxC connection (b) – BDS-bidirectional switches.
III. MODELING AND SIMULATION
A. Comparison of Direct AC/AC Powertrain with 4QC Battery Converter and [0×5] MxC Battery Converter of HEV Vehicle
Figure presents the corresponding schemes for [3x3] and [3x5] MxC converters. Fig. 6(a) and
6(b).
The corresponding fake DC interlink voltage function for the 4QC+[3x5] MxC connection can be
calculated as the difference of two potentials and ([8], [11])
 
VDC  Vequ (t)  V (t) V (t).
The maximum and minimum values of the input phase voltages vR (t), vS (t), and vT (t) determine
the difference between V (t) and V (t) potentials:
where R ...... T  are logical variables for the maximal and
...

minimal input phase voltages. The phase voltages can be

calculated as in [5], [11]
ua (t)  um1(t) 1 um1(t) 
  
ub (t) u m2 (t) 1 um2 (t)
uc (t)   um3 (t) 1 um3 (t) U  (t) U  (t) ,
  
 
ud (t)um4 (t) 1 um4 (t)
u (t)  u (t) 1 u (t) 
e  m5 m5 
Fig. displays the results of the simulation run for the 4QC+[35] MxC connection. 7(a), Fig. 7(b)
and [0x5] MxC in Fig. 8(a) and Fig. 8(b).

Fig. 7. Autonomous accu-battery mode through both 4QC+[3x5] MxC (a),(b)

(a) (b)
Fig. 8. Autonomous accu-battery mode through direct [0x5] MxC (a); autonomous accu-battery mode through direct [0x5] MxC (b).

In the case of AB+[0x5] MxC connection, the input voltage of [0x5] MxC equals to a voltage of
AB battery
VDC  VAB .

B. Comparing Power Losses (or Efficiency, Respectively) of Three- and Five- phase Indirect
Controlled Matrix
Converters of HEV Vehicle
Corresponding schemes of [3×3] and [3×5] MxC converters are presented in Fig. 9 and Fig. 10.
The direct control methods of MxCs are given in [8], [16]

FDC

IM

Fig. 9. Indirect controlled [3×3] MxC connections (FDC – fictitious DC link).

Similarly, in the case of [3×3] MxC converter, it can be simulated phase voltages and currents and subsequently power losses
and efficiency of power electronic switches.
To modeling of VSI inverters power losses, the Matlab/Simulink programming environment is used. The simulation scheme for
power losses computation in Matlab/Simulink is given in Fig. 11.
In the case of an indirect controlled [33] MxC connection, the used IGBTs and diodes experience the following power losses
(see Appendix A): carried-out simulation results are shown in Fig. 12, Fig. 13, and Fig. 14.

FDC

IM

Fig. 10. Indirect controlled [3×5] MxC connections (FDC – fictitious DC link)

Fig. 11. Simulation scheme for power losses computation of indirect controlled MxC connection systems in Matlab/Simulink.

Fig. 12. Phase currents of [3×3] MxC connection.

a)

b)

Fig. 13. Switching looses IGBT (a); Conduction looses IGBT (b); Conduction losses diode (c).
Fig. 14. Total losses of converter switches

Calculated results from Matlab/Simulink simulation:

Fundamental maximum phase voltage – 276 V;
Fundamental RMS value of phase voltage is Vrms  276 / 2  196 V ;
Maximum phase current – 22.5 A
RMS value of phase current – 22.5 / √ 2  16 A;
Total [3×3] MxC switches power losses – 118 W;
The calculated total output power of [3×3] MxC converter is S  3196 16  9408 VA.
AVE value of output active power of [3×3] MxC converter is PAV  9408 0.8(cos )  7526 W.
Calculated energetic efficiency is
  7526 / (7526 +118 )x100 =98.45%.
For thermal investigation, Foster thermal model is used, which is included in the
datasheet of the transistors (Fig.15).
The average junction temperature of IGBT is approximately 65 °C, which is allowed
value.
Similarly, in the case of [3×5] MxC converter, it can be simulated phase voltages and
currents and consequently power losses, and efficiencies of power electronic switches.

Fig. 15. Junction temperature of converter IGBT.

In the case of indirect controlled [3×5] MxC connection, the power losses of used IGBTs and diodes (Appendix
B) reach the following values: carried-out simulation results are shown in Fig. 16, Fig. 17, and Fig. 18.

Fig. 16. Phase currents of [3×5] MxC connection.

a)

b)
 c)

Fig. 17. Switching looses IGBT (a); Conduction looses IGBT (b); Conduction losses diode (c).

Fig. 18. Total losses of converter switches

Calculated results from Matlab/Simulink simulation:

 Fundamental maximum phase voltage – 279 V;
 Fundamental RMS value of phase voltage
VRMS  276 /√ 2=¿ 198 V (overmodulation);
 Maximum phase current – 15 A;
 RMS value of phase current – 15 / √ 2 =10.6 A;
 Total [3×5] MxC switches power losses – 122 W;
 The calculated total output power of [3×5] MxC
converter is S  5x 198x 10.6= 10613 VA;
 AVE value of output active power of [3×5] MxC converter is PAV  10613x 0.8(cos )= 8490  W
 Calculated energetic efficiency is
  7526 / (7526+ 118)x 100x 98.45%.
For thermal investigation, the Foster thermal model is used, which is included in the
datasheet of the transistors (Fig. 19).

Fig. 19. The junction temperature of converter IGBT

The average junction temperature of IGBT is approximately 65°C, which is allowed value.
TABLE I. CALCULATED RESULTS FROM MATLAB/SIMULINK SIMULATIONS OF 3_PH/5_PH_CONVERTER
Value
Item Name
3_ph/5_ph
VRMS RMS value of phase voltage 196/198 V
IRMS RMS value of phase current 15.57/11.36 A
7 526/8
PAVE AVE value of output active power 490 W
PVSI Total 5ph_VSI inverter power losses 118/122 W
VSI Energetic efficiency 98.45/98.58 %
 IV. CONCLUSIONS
Comparing the estimated findings in Table I, we can say that, for the same output
phase voltages and corresponding phase, the energy efficiency of [3x3] MxC
converter and [3x5] MxC converter is almost the same.
currents. The 5ph VSI inverter's estimated efficiency is really marginally superior (by
0.15%). IGBT junction temperatures are around 65 °C on average and identical in
both scenarios. Considering the same voltage and
Under the current conditions, the same efficiency is attained. A different article
compares three-phase and five-phase VSI inverters intended for HEV cars (of this
Conference, if accepted). In the upcoming study, both a real test bed and the LT Spice
circuit simulator will be utilized to validate the power losses and efficiency of VSI
inverters.
APPENDIX A
TABLE A-I. IGBT TRANSISTOR TYPE OF IKW25N120H3 –
PARAMETERS [17].

Collector-to-Emitter
VCES 1200 V
Breakdown Voltage
IC @ TC = 25°C Continuous Collector Current 50 A
IC @ TC = 100°C Continuous Collector Current 25 A
ICM Pulsed Collector Current 100 A
Clamped Inductive Load
ILM 100 A
Current
IF @ TC = 100°C Diode Contin. Forward Current 12.5 A
IFM Diode Max. Forward Current 120 A

Collector-to-Emitter
VCES 1200 V
Breakdown Voltage
VGE Gate-to-Emitter Voltage ± 20 V
PD @ TC = 25°C Maximum Power Dissipation 326 W
PD @ TC = 100°C Maximum Power Dissipation 156 W
Operating Junction
TJ -55 +150 °C
Temperature
TABLE A-II. IGBT TRANSISTOR TYPE OF IKW15N120H3 – PARAMETERS [17].

Collector-to-Emitter
VCES 1200 V
Breakdown Voltage
IC @ TC =
Continuous Collector Current 30 A
25°C
IC @ TC =
Continuous Collector Current 15 A
100°C
ICM Pulsed Collector Current 60 A
Clamped Inductive Load
ILM 60 A
Current
IF @ TC = Diode Continuous Forward
7.5 A
100°C Current
Diode Maximum Forward
IFM 60 A
Current
VGE Gate-to-Emitter Voltage ± 20 V
PD @ TC =
Maximum Power Dissipation 217 W
25°C
PD @ TC =
Maximum Power Dissipation 105 W
100°C
Operating Junction
TJ -55°C to + 150°C
Temperature