Three-Wheel Fuel Cell Hybrid Vehicle with a High-

Performance Active Switched Quasi-Z-Source Inverter

Thang V. Do1, Pascal Messier1, João P. Trovão1,3, Loïc Boulon2
1
e-TESC Lab., University of Sherbrooke, Sherbrooke, QC, Canada
2
Dept. Ind. Eng., Univ. du Québec a Trois-Rivieres, Trois-Rivières, QC, Canada
3
IPC-ISEC and INESC Coimbra, 3030-199 Coimbra, Portugal

e-mail: {Thang.Do.Van.Thang, Pascal.Messier, Joao.Trovao}@usherbrooke.ca, Loic.Boulon@uqtr.ca

Abstract— In this paper, a novel high-performance active
switched quasi-Z-Source inverter (HP-AS-qZSI) dual-source for
fuel cell hybrid electric vehicle (FC-HEV) is proposed. In order to
eliminate extra dc-dc converters, dual-energy sources based on FC
and lithium-ion capacitors (LiCs) are integrated into the Z-source
network (ZSN). By adding an anti-parallel power switch, the
proposed topology enables to deal with the uncontrollable and
distorted dc-link voltages in FCEV applications-based broad-
range of loads over the traditional AS-qZSI. The modeling and the
operation modes analysis are firstly presented. Real-time
simulation based on Opal-RT is then implemented to validate the
operation and performance of the proposed topology. As a result,
it provides a higher average efficiency (3.06%) and lower
component size and volume of passive elements for the EV system.
Furthermore, this topology also indicates improved aging
performance indexes of high specific-energy sources under the
studied Artemis_long driving cycle, compared to the hybrid
energy storage system conventional two-stage inverter.
Keywords—Electric Vehicle (EV), Embedded Active Switched
Quasi-Z-Source Inverter, Fuel Cell, Hybrid Energy Storage
System, Lithium-ion Capacitors.
I. INTRODUCTION
Nowadays, fuel-cell electric vehicle (FCEV) with zero
emissions and rapid refueling time is gaining attention in
lowering down the staggering reliance on fossil fuels and the
amount of carbon dioxide emission. Nonetheless, fuel-cell (FC)
systems have a slow dynamic response; and suffer of the air/fuel
starvation phenomenon, leading to severe power drops at peak
loads. Moreover, the lifetime of the FC system is adversely
affected by sudden change loads [1]. Hybrid energy storage
system (HESS) power electronic converters are promising to
tackle issues related to FCEVs. For this purpose, conventional
two-stage inverters (BC-VSI), including boost converters and
inverters are commonly utilized. However, these inverters
operate with long duty cycles, leading to high voltage and
current stresses, and large conduction losses as well as poor
reliability [2]. Therefore, they suffer from low efficiency, the
complexity of circuitry and the big size and high cost for FC-
HEVs.
In order to tackle these restrictions, using new single-stage
converter-based Z-Source inverter (ZSI) topologies has come
under attention. For example, the HESS classical ZSIs and
qZSIs have lately been employed in research to replace the
conventional ones in HEV systems. They not only exploit the
benefits of the ZSI topologies but also embed HESSs into the
ZSN without inserting more dc-dc converters. This leads to
reducing notably the EV system size and cost [3], [4].
Furthermore, HESS qZSI-based EV powertrain can also
enhance the battery lifetime [5]. Although the HESS ZSIs enable
to overcome the weaknesses of the traditional ones; however,
discontinuous input and high inrush currents are considered as
the major constraints of its adoption in FCEV systems. In order
to overcome their limitations, the quasi-Z-source inverter (q-
ZSI) with lower capacitor voltage stresses is introduced by J.
Anderson in 2008 by repositioning the components in the ZSN
[6]. Nonetheless, its practical boost factor is frequently limited
since its shoot-through state could only be adjusted in a zero
state. This might constrict its applications in FCEV, in which
high voltage gain is required for the FC wide voltage range
owing to the characteristics of the FC stack. Recently, a new
qZSI topology named active switched quasi-Z-source inverter
(AS-qZSI) was investigated in [7]. This traditional AS-qZSI
allows increased boost ability and decreased voltage stresses
across the inverter part-based power switching devices while
only inserting one diode and one power switching device into
the qZSI. This might result in a decrease in the size and volume
of EV-based power electronics systems. However, at low load
conditions or small values of inductance in designing its ZSN,
this AS-qZSI can conduct under the discontinuous conduction
mode. This leads to its uncontrollable and distorted dc-link
voltage during the non-shoot-through states [8]. To overcome
these problems, this paper proposes a new topology by
integrating an anti-parallel power switching device into the ZSN
of the traditional AS-qZSI. Thus, the proposed one could be
employed with broad-range loads in FC-HEV applications.
Moreover, the real-time simulation is also used to simulate more
precisely for the proposed topology because of its extremely
high security and repeatability, in which its computing time is
shorter than the time-step of the real system.
A lack of studies deals with a FC-HEV powertrain based on
a new ZSI topology to improve its performance and decrease its
system size and volume. To fill this gap, this paper proposes a
novel high-performance active switched quasi-Z source inverter
(HP-AS-qZSI) based on HESS FC/LiC for FC-HEVs. In this
regard, a recreational 3-wheel FC-HEV is used as a case study.
This vehicle has been investigated in [9]. It used the traditional
BC-VSI, suffering from low performance as well as the
increased requirements of the cost and space. In comparison TABLE I. EV PARAMETERS
with the conventional topologies, the primary contributions of Parameters Symbols Values
the paper are as follows: Vehicles (e-TESC-3W platform)
• It improves the FC-HEV in terms of the system efficiency, Vehicle mass meq 350 kg
the lower system size and volume, and the FC lifetime. Typical rolling resistance coefficient fr 0.02
• It erases the feasibility of uncontrollable/distorted dc-link Vehicle front area Aaero 1.25 m2
Wheel radius r 0.305 m
voltage of using the conventional AS-qZSI in the FC-HEV Belt transmission drive efficiency gb 95%
applications. PMSM parameters
To validate the performed analysis, a real-time simulation Phase inductance Ld,Lq 62-110 H
based on Opal-RT is utilized to make comparisons between the Rotor inertia J 0.096 kg. m2
HP-AS-qZSI and the conventional BC-VSI. Internal phase resistance Rs 0.0027 
The paper is organized as follows. Section II provides the Number of pole pairs  5
studied three-wheel electric vehicle configuration with the Rated power Pr 13 kW
proposed HESS FC/LiC HP-AS-qZSI and discusses the HP-AS-qZSI and BC-VSI parameters
operation modes of the proposed topology. Comparison of HP- Inductance L1,2, LBC-VSI 0.2 mH
AS-qZSI with the conventional two-stage inverter and real-time Capacitance C1,2, CBC-VSI 2.2 - 4.4mF
simulation validations are illustrated in Section III, followed by Switching frequency fs 10 kHz
the conclusion section. Fuel cell parameters
Number of cell stacks NFC 75
II. MODELING VEHICLE AND POWERTRAIN Rated power PPF 14.4 kW
Open circuit voltage VOFC 72.3 V
This section presents the specifications of the 3-wheel FC- Lithium Ion Capacitor parameters
HEV, and the operation principles and the control algorithm of Operating voltage range VLiCs 2.2V-3.8V
the proposed HESS HP-AS-qZSI for this vehicle. Capacitance CLiC 3300 F
Equivalent series resistance RESR 1 m
A. Specifications of Three-Wheel Electric Vehicle
The three-wheel EV (e-TESC-3W platform) is employed for B. Embedded FC/LiC High-Performance Active Switched
this study from the University of Sherbrooke in Fig. 1. Quasi-Z Source Inverter
Originally, an inverter with a pure battery is applied to this The proposed configuration of the HESS FC/LiC HP-AS-
platform. In [9], a traditional two-stage inverter-based HESS qZSI for the e-TESC-3W platform is presented in Fig. 1. It is
FC/SC is also utilized. To improve its performance and reduce realized by integrating LiCs in parallel with the capacitor 𝐶2 ,
system size and volume, we propose a novel HP-AS-qZSI with and adding one anti-parallel active switch (𝑆8 ) to the diode 𝐷8
the HESS FC/LiC for the electrical traction drive to drive a of the traditional AS-qZSI. In this sub-section, its operations in
13kW-100V permanent magnet synchronous motor (PMSM) as continuous and discontinuous conduction mode will be
presented in Fig. 1. discussed.
The FC stack is utilized to supply the average power, while Operation in continuous conduction mode (CCM): Its
the LiC bank is to support/absorb high-frequency energy quickly equivalent circuits in two states, including the non-shoot-
in acceleration/braking operations. By adding LiCs into the ZSI, through (NST) state and the shoot-through (ST) state are given
no extra dc-dc converter is needed to couple them with the HP- in Fig. 2a, Fig. 2b, respectively.
AS-qZSI. The primary parameters of this vehicle are illustrated VLIC
ILiC
VLIC
ILiC
in TABLE I. IC2 IC2
C2 C2
L1 IL2 L2 L1 IL2 L2
VLIC IL1 IL1
Iload Iload
IC1 IC1
VDC
C2 VFC C1 VFC C1 VDC = 0
D0 L1 D1 L2
VE
S7 S1 S3 S5 Ftr V
D8 Isa Te
S8 (a) (b)
VFC Isb
Isc wr T Fig. 2. The equivalent circuits of HESS LiCs/FC HP-AS-qZSI in CCM with
S2 S4 S6 two states. (a) NST state, (b) ST state.
C1

In Fig. 2a, the proposed HESS HP-AS-qZSI works at the

Fig. 1. The proposed HESS FC/LiC HP-AS-qZSI for the e-TESC three-
wheel electric vehicle platform.
NST state. During this state, the power switching device of 𝑆7
is switched off, while the diodes 𝐷1 and 𝐷8 are on. The
inductors 𝐿1 and 𝐿2 transfer their stored energies to the
capacitors and the load. The dynamic equations are expressed
by:
 𝑑𝑖𝐿1 In stage 2 in Fig. 5b, when the 𝑖𝐿1 is less than the 𝑖𝑙𝑜𝑎𝑑 , the
𝐿1 = 𝑣𝐹𝐶 + 𝑣𝐶2 − 𝑣𝑐1 𝑆8 is turned on. The capacitor 𝐶1 and inductors will supply their
𝑑𝑡
𝑑𝑖𝐿2 powers to the load. The 𝑣𝐿1 still keeps the same value as
𝐿2 = −𝑣𝑐2 previous stage, and this stage is kept until the 𝑖𝐿1 reaches zero.
𝑑𝑡 (1)
𝑑𝑢𝐶1
𝐶1 = 𝑖𝐿1 − 𝑖𝑙𝑜𝑎𝑑
𝑑𝑡
𝑑𝑢𝐶2
{𝐶2 𝑑𝑡 = 𝑖𝐿2 − 𝑖𝑙𝑜𝑎𝑑 − 𝑖𝐿𝑖𝐶
In the ST state in Fig. 2b, the 𝑆7 is switched on, and the dc-
link is shorted by the top and bottom switches of the phase legs
inverter. The diodes 𝐷1 and 𝐷8 are blocked. The two inductors
are charged, whereas the two capacitors discharge their powers
during this state. The dynamic equations are given as follows:
𝑑𝑖𝐿1
𝐿1 = 𝑣𝐹𝐶 + 𝑣𝑐2
𝑑𝑡
𝑑𝑖𝐿2 Fig. 3. DC-link voltage waveforms of the conventional AS-qZSI in light-load
𝐿2 = 𝑣𝑐1 operations.
𝑑𝑡 (2)
𝑑𝑢𝐶1 In stage 3 as illustrated in Fig. 5c, the 𝑖𝐿1 and 𝑣𝐿1 are equal
𝐶1 = −𝑖𝐿2
𝑑𝑡 to zero. The capacitor 𝐶1 will provide the power to the load.
𝑑𝑢𝐶2 This period finishes until the end of the NST state.
{𝐶2 𝑑𝑡 = −𝑖𝐿1 − 𝑖𝐿𝑖𝐶 In stage 4 in Fig. 5d, the HP-AS-qZSI operates in the ST
By using the voltage-second and ampere-second balance state. The 𝑆7 is turned on, while the 𝑆8 is off. The inductor 𝑣𝐿1 is
principle to the inductors, the capacitors, respectively over one charged by the FC and the capacitor 𝐶2 with its voltage of 𝑣𝐹𝐶 +
switching period, the capacitor voltages and LiC currents are 𝑣𝑐2 .
deduced as (3):
vL1 ST state iL1 ST state
1 − 𝐷𝑠𝑡
𝑉𝐶1 = 2 𝑣𝐹𝐶 NST NST
1 − 3𝐷𝑠𝑡 + 𝐷𝑠𝑡
VFC + VC2

state state
𝐷𝑠𝑡
𝑉𝐿𝑖𝐶 = 𝑉𝐶2 = 2 𝑣𝐹𝐶 (3)
1 − 3𝐷𝑠𝑡 + 𝐷𝑠𝑡 VFC + IL1
VC2 – VC1
1 − 𝐷𝑠𝑡
𝐵 = 𝑉𝐶1 = 2 𝑣𝐹𝐶
0.5DSTTs 0.5Ts 0.5DSTTs 0.5Ts
1 − 3𝐷𝑠𝑡 + 𝐷𝑠𝑡
(a) (b)
{ 𝐼𝐿𝑖𝐶 = 𝐼𝐿2 − 𝐼𝐿1 Fig. 4. Waveforms of inductor voltage and current in DCM.
where 𝐷𝑠𝑡 represents the shoot-through duty cycle and B is the VLIC VLIC
ILiC ILiC
boost factor.
IC2 IC2
Operation in discontinuous conduction mode (DCM): C2 C2
With regard to the light-load conditions or small values of IL1
L1 IL2 L2
IL1
L1 IL2 L2

inductance in the ZSN, the inductor current 𝐿1 will maintain IC1 Iload IC1 Iload
D8
reducing in the NST. When it is less than the load current VFC
VDC
VFC S8 VDC

(𝑖𝑙𝑜𝑎𝑑 ), the diode 𝐷8 will be in the blocked state. The inductor C1 C1

voltage 𝑣𝐿1 alters from 𝑣𝐹𝐶 + 𝑣𝐶2 − 𝑣𝑐1 to an undefined

(a) (b)
magnitude. Therefore, the dc-link voltage is extremely distorted VLIC VLIC
ILiC ILiC
and uncontrollable in Fig. 3. To tackle this problem, we propose
integrating an anti-parallel power switching device 𝑆8 to the IC2
C2
IC2
C2
diode 𝐷8 in Fig. 1. As a result, the HESS HP-AS-qZSI can IL1 = 0 L1 L2 IL1
L1 IL2 L2

perform in DCM with dc-link voltages maintained stably and in IL2 = 0 IC1 Iload Iload
broad-range loads of FCEV applications. In DCM, the zero VFC S8 VDC
VFC VDC = 0
currents will flow through the two inductors in Fig. 4, and C1 C1
various operating stages can be found in each half-carrier cycle.
In stage 1 as presented in Fig. 5a, the HESS HP-AS-qZSI (c) (d)
works in the NST. The inductors discharge their energies to the Fig. 5. Operating stages of the HESS FC/LiC HP-AS-qZSI in DCM. (a) Stage
load and the capacitors. In this stage, the operation of the HESS 1, (b) Stage 2, (c) Stage 3, (d) Stage 4.
HP-AS-qZSI is similar to the CCM mode, where the 𝑣𝐿1 is
𝑣𝐹𝐶 + 𝑣𝐶2 − 𝑣𝑐1 . C. Control algorithm
1) Simple Boost Control Method
 In order to keep a low FC current ripple, the simple boost
control method is utilized because it carries out a constant 𝐷𝑠𝑡 .
In this method, the gate pulses of the inverter part are generated
based on the Sinusoidal Pulse Width Modulation Method
(SPWM) by a comparison of a three sinusoidal modulation
signal with the triangular carrier wave, while the 𝐷𝑠𝑡 is
generated by comparing the constant upper or lower voltage
envelopes with the triangular carrier wave. The 𝑆8 drive signal
is illustrated in Fig. 6, in which it is in supplement with the 𝑆7
signal. During the NST state, the 𝑆8 is switched on, whereas it
is switched off during the ST state.
Fig. 6. The SBCM technique-based control strategy of 𝑆8 for the proposed
HP-AS-qZSI.
2) Operation Modes of the Proposed HESS HP-AS-qZSI
Assume that the inverter and Z-impedance network losses
are neglected, so it is well understood that the average power
relationships in the EV system can be expressed as follows:
𝑃𝐹𝐶 + 𝑃𝐿𝑖𝐶 = 𝑃𝑙𝑜𝑎𝑑 (4)
Equation (5) is established from (4), where 𝐼𝐹𝐶 is the FC
average current, 𝐼𝐿𝑖𝐶 is the LiC average current, and 𝐼𝑙𝑜𝑎𝑑 is the
load average current.
𝐼𝐹𝐶 . 𝑉𝐹𝐶 + 𝐼𝐿𝑖𝐶𝑠 𝑉𝐿𝑖𝐶𝑠 = 𝑉𝐷𝐶 𝐼𝑙𝑜𝑎𝑑 (5)
From (3) and (5), the relationships of the FC and LiC average
currents and the load current are derived.
(1 − 2𝐷𝑠𝑡 )𝐼𝐹𝐶 + 𝐷𝑠𝑡 𝐼𝐿𝑖𝐶 = 𝐼𝑙𝑜𝑎𝑑 (6)
In (6), 𝐼𝑙𝑜𝑎𝑑 is controlled by modulation index (M), while 𝐼𝐹𝐶
is adjusted by 𝐷𝑠𝑡 . Thus, the power flow in the system can be
controlled by both M and 𝐷𝑠𝑡 . It is noticed that when the power
between the PMSM and the FC is controlled, the rest one will be
promptly provided by LiC. Thus, the proposed HP-AS-qZSI-
based HESS FC/LiC can operate in various modes, namely
traction mode, regenerative mode and LiCs energy recover
charged by the FC through mode 5 or mode 6 in LiCs energy
recover mode.
TABLE II. HESS OPERATION MODES
Mode FC LiC PMSM
1 - O I
2 O - I
3 O O I
4 - I O
5 O I I
6 O I -
3) Control Algorithm of the Proposed HESS HP-AS-qZSI.
The control algorithm of the proposed HESS FC/LiC HP-
AS-qZSI is shown in Fig. 7, in which FOC is employed to
control the PMSM following the studied driving cycle. The
required FC power is given by a simple EMS based on the
required load, the EV speed and the LiC SOC. The six states-
based EMS system is proposed to determine the amount of the
power provided by the FC and then send to the FC current
controller to control the fuel flow rate. In order to carry out this
EMS, three levels of the LiC SOC have been considered such as
low LiC SOC (< 30%), normal LiC SOC (30%–90%), and high
LiC SOC (> 90%). This EMS can be dealt with as follows:
State 1: Low LiC SOC and speed = 0: The FC transfers the
minimum demanded energy to the PMSM and the maximum
charge energy to the LiC.
State 2: Low LiC SOC and speed > 0: In this case, the FC
provides both the required power to the PMSM and an extra one
to charge the LiC.
State 3: Normal LiC SOC and 𝑃𝑙𝑜𝑎𝑑 ≥ 𝑃𝐹𝐶,𝑚𝑎𝑥 : The FC
delivers at its maximum power and the rest power is discharged
by the LiC.
State 4: Normal LiC SOC and 𝑃𝑙𝑜𝑎𝑑 ≤ 𝑃𝐹𝐶,𝑚𝑎𝑥 : The FC
provides the minimum power required; however, the LiC still
support its power during the acceleration mode or the remainder
power.
State 5: High LiC SOC and 𝑃𝑙𝑜𝑎𝑑 ≤ 𝑃𝐹𝐶,𝑚𝑎𝑥 : The LiC will
discharge a large amount of power to the PMSM, so the LiC
SOC can be reduced.
State 6: High LiC SOC and 𝑃𝑙𝑜𝑎𝑑 ≥ 𝑃𝐹𝐶,𝑚𝑎𝑥 : The LiC will
transfer its maximum power to the PMSM and the rest power
will be dealt with by the FC.
VLIC

mode. TABLE II. gives in detail its operation modes, in which

“O” and “I” show released and absorbed powers, respectively. D0 L1 D1
C2
L2
VEV
S7 S1 S3 S5 Ftr
For traction mode, when the PMSM power is low, only LiCs D8 Isa Te
VFC S8
supply their power to the PMSM through mode 1. If the EV Isb
Isc wr T
S2 S4 S6
works in the steady-state, the FC will just support the power to C1
q
Id Isa
the PMSM via mode 2. During accelerating operation, the LiCs Iq
dq
Isb
S7 S8 abc Isc
assist the FC to provide the peak power and transient energy Load power FC FC
Fuel cell
PWM Iq_ref
power Lookup current
demand to enhance the EV dynamic response in mode 3. LiC SOC
Speed
EMS
table current abc PI -+ PI +
-
wr_ref
controller
Moreover, the FC transfers its power to both LiCs and PMSM dq
Iq
PI -+ Id_ref
in mode 5. With regard to regenerative mode, all energies from q
Id
PMSM are absorbed by the LiCs via mode 4, while the LiCs are
Fig. 7. Control algorithm for HP-AS-qZSI-based HESS FC/LiCs.
 III. COMPARISON OF THE PROPOSED HP-AS-QZSI
WITH THE CONVENTIONAL TWO-STAGE INVERTER.
Comparisons of the system size and volume of passive
components, real-time simulation results based on Opal-RT,
and FC aging indexes between topologies will be provided in
this section.
A. Comparison of Passive Components Size and Volume
In order to evaluate the passive components size and volume
of topologies, the overall stored energy was utilized as a
criterion for the comparison of the qZSI and the traditional BC-
VSI in [10]. As a result, the increased stored energy brings
about higher volume and cost. The stored energy of the HP-AS-
qZSI is constituted by the magnetic energy ( 𝑊𝐿_𝐻𝑃−𝐴𝑆−𝑞𝑍𝑆𝐼 ) and
the electrostatic energy (𝑊𝐶_𝐻𝑃−𝐴𝑆−𝑞𝑍𝑆𝐼 ) determined by (7) and
Fig. 9. Real-time simulation results of the PMSM speed and torque.
(8):
1 2
1
𝑊𝐿_𝐻𝑃−𝐴𝑆−𝑞𝑍𝑆𝐼 = 𝐿1 𝑖𝐿1 + 𝐿 𝑖2 (7)
2 2 2 𝐿2
1 2
1
𝑊𝐶_𝐻𝑃−𝐴𝑆−𝑞𝑍𝑆𝐼 = 𝐶1 𝑣𝐶1 + 𝐶 𝑣2 (8)
2 2 2 𝐶2
where 𝐿1,2 and 𝐶1,2 are the inductances and capacitances of the
HP-AS-qZSI, respectively.
By apply this criterion, the comparison of the stored
(a)
energies between the HP-AS-qZSI and the conventional one is
realized in Fig. 8. It can be found that the conventional one
shows the higher stored energy for the two FC voltages (55 V
and 48 V) than the HP-AS-qZSI respectively. Thus, it requires
higher passive elements than the HP-AS-qZSI.

(b)
Fig. 10. Simulation results of FC and LiC currents. (a) HESS HP-AS-qZSI,
(b) HESS BC-VSI.

Fig. 8. Stored energies in the two topologies under the studied driving cycle.

B. Results of Real-time Simulation

The real-time simulation based on OP4510 from Opal-RT is
carried out to verify the real-time operation of the proposed
HESS FC/LiC HP-AS-qZSI and the semi-active configuration-
based HESS FC/LiC BC-VSI with the parameters in TABLE I.
In this regard, the HESS HP-AS-qZSI and the HESS BC-VSI
use LiC packs of 6s6p (s-series and p-parallel), 36s1p,
respectively with the same original LiC SOCs. These topologies
are firstly modeled on the OP4510 FPGA-based Electric Fig. 11. Simulation results of the dc-link, FC and LiC voltages.
Hardware Solver. The same control algorithm in Fig. 7 is then
performed on the OP4510 CPU. Real-time simulation results are
given in Fig. 9, Fig. 10, Fig. 11 and Fig. 12. As it is seen, the 3W
FCEV-based PMSM is well controlled by the proposed HESS
FC/LiC HP-AS-qZSI under the studied driving cycle.

Fig. 12. DC-link voltage waveforms of the proposed HESS HP-AS-qZSI.


Comparison of efficiency
70
Efficiency [%]
68
66
64 HESS FC/LiC HP- HESS FC/LiC BC-
AS-qZSI VSI
Series1 69.24 66.18
Fig. 13. Simulation results of efficiencies.
Regarding operations at wide-range loads, the proposed
converter has maintained stable dc-link voltages as shown in
Fig. 12. Thus, it helps to resolve the limitations of the traditional
AS-qZSI. From Fig. 13, the FCEV system efficiency is
remarkably improved by 3.06% by using the proposed topology.
C. Fuel Cell Aging Index Comparison
The lifetime of the high specific-energy source as FC is
extremely influenced by its usage mode. The sudden changes
of large and frequent currents might lead to its decrease. In
order to evaluate the FC lifetime, four criteria, including the
RMS and mean value as well as the standard deviation and the
variation coefficient of the FC and the battery module current
are applied as presented in [5]. Fig. 14 presents the comparison
result of ESS aging indexes in the two topologies. As is
observed, the HESS FC/LiC HP-AS-qZSI shows better indexes
than the HESS FC/LiC BC-VSI. Based on these results, this
could be concluded that using the proposed HESS FC/LiC HP-
AS-qZSI for the e-TESC-3W EV results in improving the FC
lifetime over the HESS FC/LiC BC-VSI.
Fig. 14. Comparison of aging index indicators.
IV. CONCLUSION
This paper presents a novel HESS FC/LiC HP-AS-qZSI for
a three-wheel FC-HEV. By adding an anti-parallel power switch
into the ZSN of the classical AS-qZSI, the new topology can
operate in DCM and remove the probability of uncontrollable
and distorted dc-link voltage. Thus, it helps overcome the
limitations of using the classical AS-qZSI in FCEV applications
at wide-range loads. The operating modes of the proposed
converter were firstly figured out in both CCM and DCM. The
real-time simulation based on Opal-RT was then carried out to
validate a theoretical analysis under the studied driving cycle.
In comparison to the HESS conventional two-stage inverter,
the size and volume of the passive components of the EV
system-based power converters can be decreased by using this
topology owing to its lower overall stored energy. The
simulation results of the proposed converter have shown that the
HESS FC/LiC HP-AS-qZSI gave an improved average
efficiency for the FCEV system. Moreover, it also demonstrated
better aging indexes of the FC stack over the HESS conventional
one. These results verify that the proposed HESS FC/LiC HP-
AS-qZSI will be an applicable solution to substitute the
conventional and employed two-stage inverter in FCEV.
ACKNOWLEDGEMENT
This work was supported by the Canada Research Chairs
Program (grant 950-230672 and grant 950-230863), in part by
the Natural Sciences and Engineering Research Council of
Canada (RGPIN-2017-05924 and RGPIN-2018-06527), Réseau
Québécois sur l’Énergie Intelligente (3rd cycle scholarship) and
by the Portuguese Foundation for Science and Technology (FCT
- Fundação para a Ciência e a Tecnologia) under project
UID/MULTI/00308/2020.
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