This paper presents a review of advanced architectures based on the partial power processing concept, whose main objective is to achieve a reduction of the power processed by the converter. If the power processed by the converter is decreased, the power losses generated by the power converter are reduced, obtaining lower sized converters and higher system efficiencies. Through the review 3 different partial power processing strategies are distinguished: Differential Power Converters, Partial Power Converters and Mixed strategies. Each strategy is subdivided into smaller groups that entail different architectures with their own advantages and disadvantages. Also, due to the lack of agreement that exists in the sources around the naming of the different architectures, this paper seeks to stablish a nomenclature that avoids confusion when indexing this type of architectures. Regarding Partial Power Converters an extensive application oriented description is also developed. Finally, the main conclusions obtained through the review are presented.

Automotive Original Equipment Manufacturers (OEMs) require varying levels of functionalities and model details at different phases of the electric vehicles (EV) development process, with a trade-off between accuracy and execution time. This article proposes a scalable modelling approach depending on the multi-objective targets between model functionalities, accuracy and execution time. In this article, four different fidelity levels of modelling approaches are described based on the model functionalities, accuracy and execution time. The highest error observed between the low fidelity (LoFi) map-based model and the high fidelity (HiFi) physics-based model is 5.04%; while, the simulation time of the LoFi model is ~10 4 times faster than corresponding one of the HiFi model. A detailed comparison of all characteristics between multi-fidelity models is demonstrated in this paper. Furthermore, a dSPACE SCALEXIO Hardwarein-the-Loop (HiL) testbench, equipped with a minimal latency of 18μsec, is used for real-time (RT) model implementation of the EV's HV DC/DC converter. The performance of the entire HiL setup is compared with the Model-in-the-Loop (MiL) setup and the highest RMSE is limited to 0.54 among the HiL and MiL results. Moreover, the accuracy (95.7%) of the passive component loss estimation is verified through the Finite Element Method (FEM) software model. Finally, the experimental results of a full-scale 30-kW SiC DC/DC converter prototype are presented to validate the accuracy and correlation between multi-fidelity models. It has been observed that the efficiency deviation between the hardware prototype and multi-fidelity models is less than 1.25% at full load. Furthermore, the SiC Interleaved Bidirectional Converter (IBC) prototype achieves a high efficiency of 98.4% at rated load condition. INDEX TERMS DC/DC interleaved converter, EV, efficiency, electro-thermal modelling, multi-fidelity models, optimization, scalable modelling, Hardware-in-the-loop, and wide-bandgap technology.

With the increasing demand for electric vehicles, the requirements of the market are changing ever faster. Therefore, there is a need to improve the electric car’s design time, where simulations could be an appropriate tool for this task. In this paper, the modeling and simulation of an inverter for an electric vehicle are presented. Four different modeling approaches are proposed, depending on the required simulation speed and accuracy in each case. In addition, these models can provide up to 150 different electric modeling and three different thermal modeling variants. Therefore, in total, there were 450 different electrical and thermal variants. These variants are easily selectable and usable and offer different options to calculate the electrical parameters of the inverter. Finally, the speed and accuracy of the different models were compared and the obtained results presented.

The benefits of using Power Electronics Based DC Distribution Systems in electrically propelled vessels are well known. However, some aspects must be deeply analyzed to guarantee a safe, robust and stable system by design. This paper presents a multivariable DC Distribution System mathematical model, where all the transmission lines and filters impedances are considered. The model has been tackled under a holistic approach in which the average small-signal model of the drives/converters can be easily added and 'connected' to the main grid model. The stability and power quality analysis, as well as the design and tuning of controls and active damping strategies can be conducted through this mathematical model at low computational cost. The usefulness of this model in the early design stages is thus presented in this paper through its application over a realistic design scenario and the performance of the proposed model is proven into a real test bench which presents a configuration and architecture quite close to the one used in a real vessel. The carried out tests prove the suitability of the proposed model, becoming a significant tool to get an improved design.

This paper presents an analysis and design of a DC-DC charging unit for an electric vehicle fast charging station. Due to the benefits that partial power processing achieves in terms of size reduction and efficiency improvement, it is decided to implement a partial power converter architecture. This type of architectures reduce the power to be processed by the converter, but they require an isolated topology. Therefore, a dual active bridge series resonant converter is selected for the study due to its benefits in terms of soft switching conditions. Design wise, it is decided to ensure zero voltage switching at the secondary side of the converter. Indeed, one of the benefits of the implemented partial power converter is the reduced voltage that exists at the primary side. This way, lower voltage overshoots and switching losses are expected. Finally, via simulations, it is confirmed that partial power processing can be achieved with a resonant converter and that zero voltage switching operation is ensured at the secondary side through the entire charging process.