## 1 Introduction  
In the modern era, the technology of battery power EV is gaining utmost importance and is immensely popular. Researchers are investing full effort into manufacturing a reliable and efficient powertrain system [1, 2]. Because of growing climate change environmental issues, conventional technology of combustion engine vehicles has transformed into battery electric vehicles (BEVs). BEVs require to be re-energized with grid electricity, and they have no exhaust emissions. The BEVs could be a replacement for combustion engine vehicles because of developments in battery technologies, electric motors, power electronics converters (PECs), and control design strategies [3, 4, 5]. Three different PECs are used in the conventional structure of BEVs, such as AC-DC converter, DC-DC converter, and DC-AC inverter, as shown in Figure 1. The bidirectional DC-DC converter interfaces low voltage (LV) and high voltage (HV) energy storage systemsto the DC link. The bidirectional AC-DC converter is used as an on-board charger to transfer energy between battery and grid during charging and discharging operations [1]. The DC-AC bidirectional inverter is used to transfer energy from the DC link to a traction motor, such as a three-phase IM, and back to the battery during regenerative braking. The traction motor is connected to the transmission of the EV to drive the vehicle [4]. As has been previously stated in the literature, the choice of EVs and their control strategy has a significant impact on the development of EV drivetrains. The permanent magnet synchronous motor (PMSM), as well as IM, is suitable for automotive applications. A PMSM is proficient for EVs owing to its unique features such as high torque, high efficiency, high power density, low torque ripple, low noise, and compact size. However, PMSM normally has a constant power limit due to its comparatively limited field weakening capability. Furthermore, the cost is relatively high due to the high cost of permanent magnets. For this reason, an IM could be a suitable solution for EV applications because of its low torque ripple, low cost, wide speed range, and robustness [6]. The inverter is the fundamental part of an EV; it drives the car's electric motor by controlling the power flow of the battery. The primary concerns for the design of PECs are reduced power losses, high efficiency, less input/output current ripples, reduced size and weight of the passive components, compactness, less total harmonic distortion (THD), high power factor, and high reliability. These factors can be achieved by choosing a suitable semiconductor device. Therefore, semiconductor devices are the main part of PECs. At the moment, WBG semiconductor has superior material properties, as shown in Figure 2, and it is more efficient in high power EV applications in comparison with standard silicon (Si) [4,7,8]. Currently, policymakers and other stakeholders have further increased efforts to strengthen the market share of EVs. To accomplish this objective, power electronics (PEs) researchers pursue to advance the PEs EV system by raising their power density and reducing volume, system cost, and size [8,9]. The losses, as well as thermal modeling, are essential for developing converters with performance features such as high efficiency and reliability, high power density, cost-effectiveness, and compact system size [1]. In the literature, various electro-thermal modeling strategies have been reported. The modeling method exploited in software such as LTspice or Saber is highlighted in [10,11]; then again, a major issue concerning this method is huge computational time. The switching energies E\({}_{\text{on}}\) (i.e., turn on) and E\({}_{\text{off}}\) (i.e., turn off) are calculated using the rise and fall time of drain to source current (Ids) and voltage (Vds) of MOSFET. Due to the fast-switching interval, the rise and fall time can be calculated by dividing the entire PWM cycle of PWM into smaller subintervals. The energies are further used to estimate switching loss [12].