This thesis demonstrates a practical implementation of a sensorless permanent magnet synchronousmotor (PMSM) drive for vehicle propulsion. The main design parameters and overall properties of themotor drive are derived for the case of an on-board electric powertrain as a substitute to the lift shuttle indownhill (DH) mountain biking.The theory behind field oriented control (FOC) for sensorless PMSMs is analyzed in some detail.Controller-inverter hardware and software are designed and prototyped in accordance with the deriveddesign parameters. Initial tuning and testing in a test bench environment is described. The powertrain isfinally installed on a test bike and tested on an incline. It is found that the performance of the controllerinvertercomplies with the target design parameters.

Εlectric vehicles are replacing the internal combustion engine vehicles rapidly and they will dominate the market completely in the next years. The amount of energy and power needed to support this new technology is huge. This will increase the already high electricity demand of our societies. The electric vehicles can provide a solution by using them to transfer energy to any other vehicles or infrastructure in combination with electricity management. This can be achieved by controlling the electric vehicle chargers and by knowing the exact consumption of the other vehicles or infrastructures. In Dansmästaren, Uppsala, there is a parking garage with 30 Charge Amps Aura charging stations. The same type of charger has been used in order to examine if it is possible to extract and update data through programming, as well as its functions regarding Vehicle-to-everything (V2X). This thesis presents two Python scriptswhere the first is used to update different functions of the charger and the secondto get high resolution electricity data and the energy consumption of the charger.The collected data is stored in two MySQL database every 30 seconds for future use. The data that can be updated by the user immediately, from anywhere and at any time. Similarly, the data collection has shown that different charging patterns exist and they can be observed by using the data that are generated and saved in the databases.

The growing population of cities and the rise of e-commerce are increasing the transportation of both goods and people. This can generate problems such as traffic jams, increased pollution, and lower living standards for citizens. To reduce the negative impacts, a change in last mile mobility could be made, replacing traditional combustion vehicles with electric ones or, ideally, with bikes and cargo bikes.  This thesis examines the case of the Swedish cities of Gävle and Uppsala, trying to explain how the last mile affects the lives of their inhabitants, if and why electric vehicles and cargo bikes are implemented (or not), and how authorities can promote their use. For this purpose, after a literature review, some questions were developed, and seven city managers were interviewed: five from Gävle and two from Uppsala.  The study shows that city managers are aware of the impacts that the last mile, and mobility in general, has on its inhabitants, and of the need for a shift towards a more sustainable mobility. Despite this awareness, policy makers are not doing everything possible to accelerate the transition. According to city managers, both the public and private sector advocate more for a change of energy source (from combustion to electric vehicles) rather than a model change using bikes. In addition, the study shows the opportunities that the new model based on non-traditional vehicles can offer and the barriers that prevent its implementation. Finally, different measures that could make cities more sustainable are proposed.

This project investigates the viability of using reconditioned batteries, which have lost part of their original capacity while powering electric vehicles (EVs), to minimize the expenses of fast-charging infrastructures under the three charging scenarios where fast-charging mode is likely to be needed the most. The analysis is conducted for the Spanish scenario and considers the retail electricity tariff that best suits the requirements of a FCS. The economic analysis is performed on an annual basis and is tackled with an optimization algorithm, formulated as a mixed-integer linear programming problem and run on MATLAB. The expected lifetime of the ESS, being made of reused automotive cells, is estimated with a semi-empirical approach, using an iterative process and implemented in MATLAB. A sensitivity analysis is conducted on three input parameters that were identified to have a considerable impact on the system design and performance.   Overall, results show that with current figures energy storage integration in FCSs is viable as it effectively reduces the infrastructure expenses in all scenarios. Peak-shaving is identified as the main source of cost savings while demand shifting is not effective at all. The latter is further discussed in the sensitivity analysis and some considerations are elaborated. The most profitable scenario for storage integration is the case of a fast-charger located in a urban environment while, surprisingly, the lowest cost savings are obtained in the highway case. The sensitivity analysis illustrates the impact and effects that electricity prices and specific cost of both the power converter and the second-life batteries produce on the optimal system design. Moreover, charging demand profiles are deeply analyzed and their main implications highlighted.

A range extender in a battery electric vehicle supplements the existing drive system as an add-on module. Range extenders can comprise of any combination of conventional fuel, battery or fuel cell driven modules. The idea of a sub-system changes with the type of range extender. In this work, hydrogen generation is studied, a fuel is used to power the range extender via a fuel cell.The thesis presents the work in progress for development of the sub-system for a range extender based on on-board production of hydrogen for automobiles. Several aspects of chemistry play equally pivotal role in control, hassle-free operation and safety of the system. Aftertreatment of the fuel by-products is the notorious issue that limits the reusing the reactor effecting the range extender. Along with this, reducing the reaction time with minimal usage of fuel is investigated. Both of these pressing issues are resolved correspondingly to an extent with the addition of several chemicals. In addition, with the help of characterization techniques, a robust circular economy outlook of the range extender system has been initiated. / En distansförlängare i ett eldrivet fordon kompletterar det befintliga drivsystemet som en tilläggsmodul. Distansförlängaren kan vara olika kombinationer av konventionella bränsle-, batteri- och bränslecelldrivna moduler. Utformningen av de övriga delarna av undersystemet beror på vilken distansförlängare som används. I detta arbete drivs distansförlängaren av en bränslecell, bränslet till bränslecellen genereras i distansförlängaren. Avhandlingen presenterar det pågående arbetet för utvecklingen av undersystemet hos en distansförlängare. Undersystemet baseras på ombordsproduktion av väte för bilar. Flera aspekter av kemi spelar en lika viktig roll i kontroll, problemfri drift och säkerhet. Efterbehandling av bränslets biprodukter är det ständiga problemet som begränsar reaktorns återanvändbarhet vilket påverkar distansförlängaren. Tillsammans med detta undersöks minskning av reaktionstiden med minimal användning av bränsle. Båda dessa pressande problem löses i en utsträckning med tillsatsen av flera kemikalier. Dessutom har en robust cirkulärekonomisk syn på distansförlängaren utvecklats med hjälp av olika karakteriseringstekniker.

Currently, wide bandgap semiconductor devices feature increased efficiency, higher current handling capabilities, and higher reverse blocking voltages than silicon devices while recent fabrication advances have them drawing near to the marketplace. However these new semiconductors are in need of new packaging that will allow for their application in several important uses including hybrid electrical vehicles, new and existing energy sources, and increased efficiency in multiple new and existing technologies. Also, current power module designs for silicon devices are rife with problems that must be enhanced to improve reliability. This thesis introduces new packaging that is thermally resilient and has reduced mechanical stress from temperature rise that also provides increased circuit lifetime and greater reliability for continued use to 300°C which is within operation ratings of these new semiconductors. The new module is also without problematic wirebonds that lead to a majority of traditional module failures which also introduce parasitic inductance and increase thermal resistance. Resultantly, the module also features a severely reduced form factor in mass and volume.

This thesis investigates the feasibility of using Silicon Carbide (SiC)-based multiphase inverters (MPIs) for transportation electrification applications. The research begins with a comprehensive review on the state-of-the-art of MPIs, focusing on voltage source inverters (VSIs) and nine-switch inverters (NSIs), with five-, six-, and nine-phase configurations. The quantitative and qualitative analyses demonstrate that the six-phase VSI is the most promising topology, offering reduced DC-capacitor requirements, lower cabling cost, and higher fault tolerance capability while maintaining the same efficiency and power device count of a three-phase VSI. The feasibility of the SiC-based six-phase inverter is further investigated at the vehicle level, where a vehicle model is developed to study the energy consumption under different drive cycles. The resulting indicate an 8% improvement in vehicle mileage and fuel economy of the SiC-based six-phase inverter compared to its Si-based counterpart. This thesis also examines the current and voltage stresses on the DC-bus capacitor in two-level six-phase VSIs. The study considers two configurations of load/winding spatial distribution: symmetric and asymmetric. Consequently, analytical formulas for the DC-bus capacitor current and voltage ripples are derived. Furthermore, simple capacitor sizing rules in six-phase VSIs with different load configurations are provided. The accuracy of the derived formulas is verified by simulation and experimental testing, and their boundary conditions are identified. Six-phase VSI supplying symmetric loads was found to yield the smallest capacitor size. Based on the foregoing technology review and analyses, a holistic design methodology for a 100 kW SiC-based six-phase traction inverter for an electric vehicle application is presented. The proposed methodology considers the device power level, where discrete SiC MOSFETs are utilized, and the DC-capacitor sizing, where a multi-objective optimization algorithm is proposed to find the most suitable capacitor bank. Mechanical and thermal design constraints are also explored to deliver a compact housing with an integrated coolant channel. The resultant inverter design from the proposed electrical-thermal-mechanical design methodology is prototyped and experimentally tested, demonstrating a 7% reduction in DC-capacitor volume and 21% reduction in cabling cost when compared to conventional three-phase inverters of the same volt-ampere rating. The peak power density of the prototype inverter is 70 kW/L, demonstrating a compact design. Besides, the proposed design is benchmarked against commercial six-phase inverter models, whereby the competitiveness of the proposed design is highlighted. Finally, the unique control aspects of six-phase electric motor drives are investigated to identify suitable controls strategies for various operating conditions. The study places special emphasis on high-speed operation and evaluates several overmodulation techniques. An adaptive flux-weakening control algorithm is also proposed for the six-phase motor drive, which significantly improves the DC-bus voltage utilization of the inverter when used in conjunction with overmodulation. Overall, this thesis provides a comprehensive study of SiC-based six-phase traction inverters and proposes a holistic design methodology that considers electrical, thermal, and mechanical aspects. The results demonstrate the feasibility and advantages of SiC-based six-phase traction inverters for electric vehicle applications. / Thesis / Doctor of Philosophy (PhD) / Electric cars are continuously challenged to meet regulatory mandates that become stricter by the day. This is driven by the need for a clean, reliable, affordable, and sustainable transportation system. In this research, a novel, more reliable, and cost-effective power control unit (PCU) is proposed. The PCU manages the power flow regulation between the battery and the motor(s). The proposed PCU employs the same number of devices as a traditional counterpart, yet in a more modular architecture that doubles the safety factor compared to the standard design. In fault scenarios where the traditional PCU would fail, the proposed PCU would continue operating at half power, allowing the driver and passengers to reach a safe destination before the car is repaired. Extensive analyses were undertaken to identify an optimal design in terms of performance, size, and cost. Then, an engineering prototype is constructed and tested on an electric drivetrain testbed. Finally, the prototype is benchmarked against commercial competitors in the market to establish its economical feasibility.

<p>  </p> <p>As consumer adoption and total energy consumption of electric vehicles continues to rapidly increase, it is important to develop comprehensive system modeling frameworks that consider the complex interactions of their mechanical, electrical, and thermal subsystems to guide component technology development. This thesis studies the influence of cabin glass properties on the performance of an electric vehicle thermal system and overall cabin design considerations. The work first builds a generic long-range electric vehicle dynamic thermal system model while considering the system architecture, component sizing, control scheme, and glass properties. This comprehensive system model is used to assess the influence of cabin glass radiative properties on vehicle performance. The system model incorporates simplified models for all salient components in the electric traction drive, cabin HVAC, and battery subsystems, and uses a higher fidelity cabin thermal model that is able to capture the individual properties of the cabin glass used in the vehicle. To study the cabin model in isolation, a heat-up scenario is used to find that a cabin air temperature reduction of 8 °C through the use of different glass properties alone. Additionally, the cabin model is run repeatedly to produce a large data set that is trained using a machine learning regression model. This surrogate regression model that is used to reduce the computational time allowing for fast studies of glass properties and build an application engineering tool. The overall system performance is then evaluated under a dynamic NEDC drive cycle which is repeated until battery depletion to determine a vehicle range. A system validation is done on the HVAC subsystem by using steady-state thermodynamic analysis and comparing to the dynamic system model. This results in good agreement between four different subsystem modeling approaches. The system model is used to study five different glazing design cases, each corresponding to different transmission and reflection properties of the glass, by predicting their impact on the vehicle range. The cases span all theoretically possible glass properties while also enabling inspection of practical glass technologies that are available or under development to be adopted in modern electric vehicles. The influence of glass on vehicle range is then further compared at various locations across the United States to understand and illustrate the effects of ambient conditions and solar load. The system model predicts a vehicle range of 188.5 miles under a high solar loading scenario typical for Phoenix, AZ using traditional glass properties, which increases to a range of 221.6 miles using high-performance glass properties, representing a significant potential gain of 33.1 miles using technologies available on the market today. Under this same loading scenario, the glass properties at their extreme physical limits could theoretically affect the vehicle range by up to 92.5 miles. The influence of the glass properties is location-specific, and the model predicts that using the same glass at different locations can affect the range of vehicle by up to 100.8 miles for traditional glass properties and 73.4 miles for high-performance glass properties. </p>

Adoption of electric vehicles has been restrained by the availability of charging stations and consumer fear of being stranded with a depleted battery, far from the nearest charger. In many areas of the world, charging stations are now widely available and the transition from vehicles with internal combustion engines is accelerating, though still in a fairly early stage. For electric vehicle drivers in those areas, anxiety that they will not be able to find a charger (“range anxiety”) is subsiding. However, differences in charging speed and pricing between stations and different outlets at the same station can be large. Total trip duration can vary significantly based on the charging outlet selected. Prior research has developed methods for helping all drivers find the fastest route and for electric vehicle drivers to ensure that they are able to complete their trip. Additional research has explored other complexities of route selection for electric vehicles such as how to select optimal stations for charging based on the total trip duration, including driving and charging time. Pricing for recharging electric vehicles at public chargers is more complex and diverse than for gas filling stations due to the differences in charging rates and the relatively low competition. This research investigates those differences. Using design science research methodology, a method is presented for determining which charging stops result in the lowest possible charging cost for a given route. The method is demonstrated through experiment with random routes within Sweden. The experimental results show that the average cost savings as compared to the duration-optimal route is 15% and 139 SEK per additional hour of trip time. One possible direction for future work is to improve the performance of the algorithm for use in real-time consumer route planning applications.

Electric vehicles, which have both energy storage capability and mobility capability, can provide a new solution for electricity sharing between different building communities (i.e., a group of buildings connected with a microgrid). This comes to the community-to-community (C2C) energy sharing network. The C2C energy sharing networks have the potential to not only minimize the effects of electric vehicle integration into the energy grid, but also improve the electricity grid efficiency as a whole. In this thesis, a coordinated smart charging method of electric vehicles (EVs) is proposed for the C2C model. The proposed method considers the power regulation needs in both the present parking community and the next destination community. Then, based on the needs of both communities, the control method will decide the optimal amount of electricity that can be delivered by EV, so that the energy performances in both communities can be the best. The developed coordinated control has been compared with a base case (without any smart charging) and an uncoordinated control case under two control strategies: minimizing the peak energy exchanges with the grid and maximizing the renewable self-utilization. The genetic algorithm tools in MATLAB software are used for the optimization of the model. Meanwhile, to test the robustness of this C2C model, different combinations of building communities have been studied, namely residential-workplace, residential-university, and residential-workshop communities. The case study reveals that the C2C model is effective in improving energy performance under both control strategies. Peak reduction control strategies work most effectively for smaller systems with lower electricity demand and production. With C2C energy sharing, the annual mean peak reduction ranged from 39 % at the smallest community and 20 % at the largest community. Self-consumption maximization strategies work best for systems with a larger surplus of electricity production. With C2C energy sharing, the annual self-consumption increase ranged from 50 % at the community with the largest production surplus, to 7 % at the community with the smallest production surplus. The residential-workshop community studied in this thesis benefited the most from C2C charging control due to its production surplus and the relatively low electricity demands of the communities.