Z-Source Inverter for Vehicular Applications
Omar Ellabban1, Joeri Van Mierlo1, Philippe Lataire1 and Peter Van den Bossche1,2
1
Vrije Universiteit Brussel, Brussels, Belgium
2
Erasmus Hogeschool, Brussels, Belgium
omar.ellabban@vub.ac.be
Abstract- This paper proposes three applications of the Z-source
inverter (ZSI) for automotive applications. The first application
proposes the using of the bidirectional ZSI (BZSI) supplied by a
battery to drive an induction motor (IM) for hybrid electric
vehicle (HEV) applications, by replacing the two stages
conversion. The second application proposes the using of the
BZSI in plug-in hybrid electric vehicle (PHEV) applications for
replacing the bidirectional battery charger, which composed of
two stages conversion. By using the BSZI, the battery can be
charged from the grid during night and can be discharged to the
grid during peak power demand, which increase the grid
stability. The third application proposes the using of the high-
performance ZSI (HP-ZSI) for fuel cell hybrid electric vehicle
(FCHEV) applications. Where the fuel cell (FC) stack and the
supercapacitor (SC) module are directly connected in parallel
with the HP-ZSI. The SC module is connected between the input
diode and the bidirectional switch of the HP-ZSI. The SC
module supplies the transient and instantaneous peak power
demands and absorbs the deceleration and regenerative braking
energy. The indirect field oriented control (IFOC) is used to
control the speed of the IM during motoring and regenerative
braking operation modes in the first and the third proposed
applications. While, a proportional plus resonance (PR)
controller is used to control the AC current during connecting
the BZSI to the grid for battery charging/discharging mode in
the second proposed application. MATLAB simulations results
verify the validity of the three proposed applications and their
control strategies.
I. INTRODUCTION
Recent global environmental issues have accelerated the
use of more efficient and energy saving technologies in many
areas of daily life. Major energy consumptions is the
transportation, especially the automobile field. The need of
more efficient use of the internal combustion engine (ICE)
and for an improvement of the total system efficiency has
created a combination of ICE and electric motors i.e. hybrid
electric vehicle (HEV), plug-in hybrid electric vehicle
(PHEV) and fuel cell hybrid electric vehicle (FCHEV) could
be commercially available soon [1].
Therefore, many research efforts have been focused on
developing new DC/DC converters and inverters suitable for
electric vehicles applications. One of the most promising
topologies is the ZSI. The ZSI is emerging topology of power
electronics converters with very interesting properties such as
buck-boost characteristics and single stage conversion [2].
By reviewing the literature, one can find a lot of papers
reviewing the power electronics converters topologies used in
advanced automotive power systems [1-7].
Hybrid electric vehicle (HEV) uses an electric energy
source, which may be a battery or a supercapacitor (SC), to
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assist the propulsion of the vehicle in addition to the ICE,
which is primary energy source, and to absorb the kinetic
energy during braking. HEVs are generally classified as series
hybrid, parallel hybrid and series-parallel combined hybrid
vehicle, Fig. 1 shows the typical layout and traction power
train of series and parallel HEV, the traction power train
composed of two stages conversion: bidirectional DC/DC and
DC/AC converter [4, 5].
Plug-in hybrid electric vehicles (PHEVs) have a battery
pack of high energy density that can be externally charged
and, hence, can run solely on electric power for a range
longer than the regular HEVs, resulting in lower fuel
consumption. In a PHEV, a battery charger is installed on-
board, allowing the batteries to be charged during the night
directly from the electric grid, thus increasing the overall
vehicle efficiency, as shown in Fig. 2-a [8]. There are many
papers in the literature reviewing the most suitable DC/DC
and AC/DC converters for PHEV applications [6, 7]. One of
these single phase bidirectional chargers for PHEV
applications is shown in Fig. 2-b, which composed of a full
bridge bidirectional AC/DC converter and a bidirectional
buck-boost DC/DC converter, therefore it is a two stages
conversion [9].
The potential for superior efficiency and zero (or near
zero) emissions has long attracted interest to fuel cell (FC) as
the potential automotive engine of the future. To employ the
FC as a main power source in electric vehicle applications,
the vehicle traction system must have at least an auxiliary
power source (a battery or a SC) to improve the dynamic
performance of the vehicle during acceleration and
deceleration and to absorb the regenerative braking energy, a
typical fuel cell based propulsion system is shown in Fig. 3-a.
An inverter is used to convert the DC to variable voltage and
variable frequency to power the propulsion motor. The
battery or the SC is generally connected across the DC bus
using a bidirectional DC/DC converter, while, the FC stack is
connected to the DC bus directly or using a unidirectional
DC/DC converter, as shown in Fig. 3-b [2].
This paper presents a review of ZSI applications in
automotive applications. After that, the three new proposed
applications of the ZSI in automotive applications are
explained in details, the block diagrams of the proposed
control strategies for the proposed applications are presented
followed by MATLAB simulation results of a 15 kW IM
verifying the three proposed applications and their control
strategies. The proposed applications, improve the vehicle
efficiency and reduce its production cost due to a lower its
component count, since it is a one stage converter with a
reduced volume and easier control algorithm.
 (a) Series HEV layout [4] (b) Parallel HEV layout [4]

(c) Series HEV traction power train [5] (d) Parallel HEV traction power train [5]
Fig. 1 Layout and traction power train of HEV

(b) Bidirectional single phase battery charger [9]

(a) Series PHEV layout [8]
Fig. 2 PHEV layout (a) and a bidirectional single phase PHEV battery charger

(b) FCHEV traction power train [2]

(a) FCHEV layout [4]

Fig. 3 Layout and traction power train of FCHEV

number and higher passive components requirement. The ZSI

II. ZSI IN AUTOMOTIVE APPLICATIONS
By reviewing the literature, one can find a lot of ZSI
applications in vehicular applications. In [10], a compression
between three different inverters: traditional voltage source
inverter (VSI), boosted VSI and ZSI for fuel cell vehicle
(FCV) applications were presented, with a conclusion that,
the ZSI offers higher efficiency with less switching devices
can also be applied to FCHEV with slight modification to
include a battery; two configurations have been proposed for
FCHEVs as shown in Fig. 4-(a, b) [11, 12]. The first
configuration is using a battery connected in parallel with one
of the Z-network capacitors, this configuration has some
disadvantages such as: a high voltage battery must be used
(the battery voltage equal to the Z-network capacitor voltage)
and the dc-link voltage is twice the battery voltage during
regenerative braking when disconnect the fuel cell stack. The
second configuration is using a battery connected to the
motor neutral point, this configuration also has some
disadvantages such as: some dc current flows through the
traction motor windings, which increases the motor copper
loss, therefore the motor needs to be oversized. A
bidirectional Z-source nine-switch inverter (BZS-NSI), as
shown in Fig. 4-c, was proposed in [13] to replace the
conventional series HEV configuration with a bidirectional (a) [11]
DC/DC converter and two VSI inverters for bidirectional
power transfer among a battery, an electric motor and an
electric generator. This BZS-NSI has the some disadvantages
such as: less reliability, since a failure in one switch will
disable the complete system; high current switch stress; and
complicated control algorithm. In [14, 15], another BZSI
topology for electric vehicle (EV) was proposed, as shown in
Fig. 4-d, where the proposed converter works as a ZSI for
motoring operation and performs as a current fed Z-source
DC/DC converter during reverse power flow. However, this (b) [12]
converter has an increased switch number, high inductor
current during modes transition and complicated operation
modes.
After reviewing the literature for ZSI applications for HEV
and FCHEV, one can conclude, there is no work in the area
of speed and torque control of the traction motor, therefore,
the following section proposes three applications of the ZSI
for HEV, PHEV and FCHEV with traction motor control.
III. PROPOSED ZSI APPLICATIONS IN HEV, PHEV AND
FCHEV (c) [13]
A. ZSI Applications in HEV
The ZSI is proposed to be used to replace the two stages
conversion in HEV, The BZSI can replace the bidirectional
DC/DC converter and the traditional VSI as a single stage
converter, as shown in Fig. 5. The IFOC, is used for
controlling the speed of the IM during motoring and
regenerative braking operations and a dual loop capacitor
voltage control algorithm is used to control the BZSI dc-link
voltage.
B. ZSI Applications in HEV (d) [14, 15]
The ZSI is proposed to be used to replace the two stages Fig. 4 ZSI applications for Electric vehicles
conversion in HEV, The BZSI can replace the bidirectional
DC/DC converter and the traditional VSI as a single stage
converter, as shown in Fig. 6. The IFOC, is used for
controlling the speed of the IM during motoring and
regenerative braking operations and a dual loop capacitor
voltage control algorithm is used to control the BZSI dc-link
voltage.
C. ZSI Applications in HEV
The ZSI is proposed to be used to replace the two stages
conversion in HEV, The BZSI can replace the bidirectional
DC/DC converter and the traditional VSI as a single stage
converter, as shown in Fig. 7. The IFOC, is used for
controlling the speed of the IM during motoring and
regenerative braking operations and a dual loop capacitor
voltage control algorithm is used to control the BZSI dc-link
Fig. 5 Using the BZSI for HEV applications
voltage.
 modulating signal as well as the reference and actual Z-
network inductor currents during different operation modes.
And Fig. 10 shows the battery power and the motor's electric
and mechanical powers for the same operation modes. Fig. 11
shows the grid voltage and current during the transition
between the charging/discharging operation modes at t=0.5
sec and Fig. 12shows the battery SOC, current and voltage,
where the SOC increases during battery charging and
decreases during battery discharging.
Fig. 6 Using the BZSI for PHEV applications

Fig. 8 Motor response during motoring and regenerative braking operation

Fig. 7 Using the HP-ZSI for FCHEV applications modes for HEV

IV. SIMULATION RESULTS

In order to verify the three proposed applications and their
control strategies for vehicular applications during different
operation modes, three simulation model were carried out
using MATLAB/ SIMULINK software. The first model is
used to verify the first proposed applications for HEV during
the motoring and the regenerative braking operation modes of
a 15 kW IM. The second model is used to verify the second
proposed application for PHEV during grid connection for
charging/discharging operation mode with active power up to
15 kW. The third model is used to verify the third proposed
applications for FCHEV during the motoring and the
regenerative braking operation modes of a 15 kW IM fed by a
HP-ZSI supplied by a FC system and a SC module directly
connected in parallel. Table 1presents required parameters for
the different models.
Fig. 8, Fig. 10 and Fig. 10 represent some results for the Fig. 9 BZSI response during motoring and regenerative braking operation
first application, Fig. 11 and Fig. 12 represent a sample result modes
for the second application and Fig. 13 and Fig. 14 represent a
sample result for the third application. Fig. 8, shows the
different operation modes: the acceleration mode with the
rated torque during the time interval 0-0.2 sec, the steady
state operation mode with the rated torque and the rated speed
during the time interval 0.2-0.6 sec, the overloaded transient
mode with 120% of the rated torque and the rated speed
during the time interval 0.6-1 sec, the deceleration transient
mode from the rated speed to half the rated speed with the
rated torque during time interval 1-1.2 sec, the light load
transient mode with half the rated load and half the rated
speed during the time interval 1.2-1.6 sec, the regenerative
braking mode during the time interval 1.6-1.8 sec and the
standstill mode during the time interval 1.8-1.9 sec. Fig. 9 Fig. 10 Battery power and motor electric and mechanical powers during
motoring and regenerative braking operation modes
shows the reference and the actual Z-network capacitor
voltages, the dc-link voltage, the ST duty ratio, the
 Fig. 11 Grid voltage and current during transition between
charging/discharging operation modes for PHEV
Fig. 14 FC output power, SC power and motor developed power for FCHEV

control algorithm. The simulation results verified the validity

of the proposed three applications and their control strategies.
In addition, a review of the pervious applications of the ZSI
in automotive applications has been presented.

Table 1 Simulation Models Parameters

Parameter Value
Battery pack parameters
Rated capacity, 11 Ah
Nominal voltage, 490 V
Internal resistance, 1.11 Ω
Fig. 12 Battery state of charge (SOC), voltage and current during grid Grid Parameters
charging/discharging operation modes Nominal grid line voltage 380 V
Grid inductance 5 mH
Fig. 13 shows the FC system and SC module voltages, PEM FC parameters
currents, and the state of charge of the SC module during the Standard no load voltage, 0.95 V
above-mentioned operations modes and Fig. 14 shows the FC No. of series fuel cells in stack, 525
system output power, the SC module power and motor No. of parallel stacks, 17
developed power during different operations modes, the FC Supercapacitor parameters per cell
system delivers the rated load power while the SC module Capacitance (-0% / +12%), 3000 F
delivers the peak power demand during motor starting and the DC equivalent series resistance, 0.29 mΩ
transient power during overload operation and absorbs the Leakage current, 5.2 mA
deceleration and regenerative braking energy during motor No. of series supercapacitors, 525
No. of supercapacitors string parallel, 17
deceleration and braking.
ZSI parameters
Inductance, 500 µH
Capacitance, 500 µF
Switching frequency, 10 kHz
Induction Motor Parameters
Output power 15 kW
RMS line voltage 400 V
Input frequency 50 Hz
No. of poles 4
Stator resistance, 0.2205 Ω
Rotor resistance, 0.2147 Ω
Stator leakage inductance, 0.991 mH
Rotor leakage inductance, 0.991 mH
Mutual inductance, 64.19 mH
Motor inertia, 0.102 kg. m2
Fig. 13 FC system and SC module voltages and currents and SC state of Motor fraction factor, 0.009541 N.m.s
charge during motoring and regenerative braking operation modes
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