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