**Author details**

Sorin Ioan Deaconu<sup>1</sup> \*, Vasile Horga2 , Marcel Topor1 , Fabrizio Marignetti<sup>3</sup> , Lucian Nicolae Tutelea1 and Ilie Nuca4


#### **References**

observed in machine M2 while starting. The machine M2 is starting with electromagnetically

**Figure 9.** (a) Machine M1 and M2 reference and actual mechanical speeds; (b) achieved torque by machine M1; (c) achieved

In terms of reliability, the presented topology combined with an adequate power converter

The use of a very compact electrical drive will have the benefit of considerably reducing the weight and complexity of the power train. As it is known, the mechanical complexity of the power train is responsible for as much of 20% of the weight of the vehicle. The mechanical system of internal combustion engine (ICE) vehicle required a rather complex system of adaptation of speed and torque to the travel conditions. Our chapter is developed around the concept of a reduced number of mechanical elements included in the power train. This is possible by the close integration of electrical drive with the ICE and the use of the electrical differential concept. Special consideration is given to the power electronics required for the drive. Using a new approach, the number of converters is limited to one for each axle, each converter being capable to independently control the motion of the side wheels. Instead of a complex sophisticated gearbox, we propose to use a simplified gearbox or no gearbox in case of the electric differential, much of the function being fulfilled by the dual mechanical output electric machine controlled by a single power converter. A special control based on the dual vector control with operating on dual frequency will be investigated. In order to increase the ruggedness of the system, we investigate special power converters with a high degree of reliability (the four-leg converter and the matrix converter that makes no use of DC capacitors in the DC link), the multilevel inverter concept applied to EV which brings the benefit of a very reliable topology, a reduced harmonic pollution, and easy battery cell balancing. Although this seems to be an unnecessary complication to a rather proven technology, our chapter considers the fact that the existing power train solutions are not considering the problem of extra

allows to have the highest reliability in the single inverter configurations for EV.

rated torque while the load torque is 10% (**Figure 9c**).

weight/complexity given by the electrification.

**6. Conclusions**

torque by machine M2 [28].

170 New Trends in Electrical Vehicle Powertrains


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**Section 3**

**Deployment**

**Section 3**
