A Comprehensive Review of Integrated Charger for
on-Board Battery Charging Applications of Electric
Vehicles
Ankit Kumar Singh
Department of Electrical and Instrumentation Engineering
Thapar Institute of Engineering and Technology Patiala
Patiala, India
ankitee04@gmail.com
Abstract—This paper provides an extensive review of in-
tegrated chargers for electric vehicle applications which are
incidentally based on single-stage type converters and suitable
for on-board battery chargers (OBCs). These integrated chargers
achieves all modes of vehicle, i.e., plug-in charging, propulsion
and regenerative braking modes. Each charger is discussed
with their advantages and limitations. A comparative analysis
of the integrated chargers has been conducted in terms of
voltage/current stresses, buck/boost operating capabilities and
number of components for each mode.
Keywords—Plug-in electric vehicles, On-board battery charger,
Single-Stage converter and Bidirectional dc/dc converter.
I. I NTRODUCTION
Battery plays a major role in the evolution of electric
vehicles (EVs). Its cost, weight, energy density, charging
time and lifetime are still difficulties for commercialization
of EVs. However, the charging time and lifetime of the
battery have a strong reliance on the attributes of the battery
chargers [1]–[9]. Consequently, researchers and producers are
working all through the world on the advancement of different
sorts of battery modules for EVs. Moreover, the performance
characteristics of battery modules rely upon design aspect of
modules as well as how the battery modules are charged and
discharged. In this direction, the battery chargers assume a
vital job in the advancement of this technology [10]. Mainly,
there are two types of battery chargers are employed for EVs :
(a) stand-alone (off-board) chargers and (b) on-board chargers.
In off-board chargers, charging framework is mounted on
charging station when higher charging power is required, the
size and weight of the charger are simpler to deal with an
off-board charger. The on-board chargers are more appealing
on the grounds that they are set inside the vehicle premises;
subsequently, the battery can be charged anywhere [11], [12],
the attractive qualities of an on-board chargers are light weight,
high power density and high efficiency [10], [13]. The on-
board charger is made of either two-stage (Fig. 1(a)) or single-
stage (absence of the second stage dc/dc converter in Fig.
978-1-5386-7339-3/18/$31 © 2018 IEEE
Mukesh Kumar Pathak
Department of Electrical Engineering
Indian Institute of Technology, Roorkee
Roorkee, India
mukeshpathak@gmail.com
Wheel
AC/DC Isolated or
Bidirectional Electric
Converter nonisolated
+ DC/DC
DC/DC
Converter
DC/AC
Converter
motor
PFC Stage Converter
Grid
Wheel
Fig. 1. Conventional-two stage charger.
1(a)), Due to large number of components involved, two-stage
chargers are less preferred for OBC [14]–[19]. To mitigate the
drawbacks of two-stage chargers, some of the authors have
proposed single-stage chargers [20]–[24] which utilize less
number of components, but at the cost of low frequency battery
current ripple and more suitable for on-board applications at
the cost of low frequency ripple in the battery current. The
on-board type chargers add weight, volume, and cost to the
vehicle; therefore, it is typically intended for lower charging
power applications (< 3.5 kW) [25].
Another classification of the battery chargers is described
in terms of power levels and charging time. The choice of
classification is based on nationally available power levels [14]
which is shown in Table I.
With a huge increment of EVs, high-power density based
non-isolated (Transformerless) on-board chargers can be more
attractive than off-board chargers because high power density
on-board chargers avoid less deployment of off-board charging
stations as well as controls the crowd at charging stations.
Therefore, to reduce the cost, weight and volume of the on-
board chargers, researchers have proposed two types integrated
battery chargers (Fig. 1(b)). The detailed survey of integrated
chargers is Section II. In addition, a relative investigations of
both kind of chargers has been conductive in their respective
Section.
II. I NTEGRATED CHARGER
A systematic block diagram of an integrated charger has
been shown in Fig. 2 (a), which is derived from conventional
single-stage charger. The bidirectional DC/DC converter con-
nected between the battery and DC/AC converter, i.e., inverter
 Conventional single-stage charger

Wheel

AC/DC
Converter Bidirectional DC/
DC/AC Motor
+ DC Converter
Converter
PFC Stage S3
Grid S1 S2
Wheell
Gate driver
g1 g2 g3
Traction
Charger/DC-link controller
Integrated Converter (
Inverter & Motor AC/DC+DC/DC) Battery Reference
Propul- Pack Selector logic Mode-1 Mode-2
sion
External
Plug-in input Mode-3
Regnerative charging Mode
braking
ref, ref and Pchg Selector logic
vhv vb |vg| ib
Grid
Integrated charger
Feedback quantities

(a) (b)

Fig. 2. (a) Block diagram of integrated charger and (b) its general control diagram.

TABLE I. C HARGER CLASSIFICATION IN TERMS OF POWER LEVELS

Power level types Charger location Typical uses of place Power level Charging time
Level-1
120 Vac (US) On-board, 1-phase Charging at home 1.4 kW (12A) 4-11 hours
230 Vac (EU) 1.9 kW(20A) 11-36 hours
Level-2
240 Vac (US) On-board 1-or-3-phase Charging at private or public outlets 4 kW (17A) 1-4 hours
400 Vac (EU) 8 kW (32A) 2-6 hours
Level-3
(208-600 Vac or Vdc) Off-board, 3-phase Commercial or public Commercial or public 0.2-0.5 hours

S3
M S9
S8
+ S1
+
S4 Gridvac +
S1
L S7 L vb Cb L
+
- D
S5
Chv Vhv
- -
D1 D3 S6 - D1 D3 S3 +
ig S2 ig Chv
+ + Vhv -
vg S3 S4 S5
+ vg S2 Cb
+ - Vhv Chv S2
Cb Vb S1 vb +
- -
D2 D4 - D2 D4 -
S4

(a) (b) (c) (d) (e)

Fig. 3. Topologies of integrated charger (a) integrated charger [26], (b) integrated charger [27], (c) integrated charger [28], (d) integrated charger [29].

is combined with AC/DC and PFC stages to have single power through the external inputs and thereby, a reference quantity is
electronic converter for each mode. Therefore, the total num- determined and the prior knowledge of the reference quantity
ber of components are reduced as compared to conventional is essential because input reference can be dc bus voltage,
single-stage charger because some of the switches, diodes charging power or torque according to the operation mode.
and passive components are shared for different modes of Once mode of operation and reference quantity are known, the
operation. Various types of integrated chargers are reported in related controller becomes active and ensures that controlled
[26]–[32], and all are reviewed in this paper. These integrated variable follows the reference quantity.
chargers are derived from conventional single-phase AC/DC
converters [33]. Both hardware and control algorithm are A. Integrated bidirectional AC/DC and DC/DC converter for
reviewed for each converter. It is expected that amid charging plug-in hybrid electric vehicles
period, the vehicle isn’t driven and, amid driving period, it is
An integrated converter [26] was proposed by Khaligh et al.
not possible to charge the battery pack except for regeneration
in 2009 shown in Fig. 3(a), which has powerful functionalities
at braking.
for vehicle applications. This integrated converter achieves
A generalized controller block diagram of this type of all modes of the vehicle (plug-in charging, propulsion and
chargers is shown in Fig. 2(b) which has three modes of regenerative braking charging) with buck/boost operation in
operation and for each mode, different controller is employed. each mode. The buck/boost operation of the converter allows
First of all, a mode selector logic decides operation mode more flexible control of DC-link voltage (Vhv ), capturing
all available regenerative braking energy and a wide range
of battery voltage (200-450 V) can be charged from grid
supply. Moreover, in this converter, three/four semiconductor
devices come in the main current path; therefore, efficiency
of the converter in each mode is sacrificed due to increased
conduction losses. However, in each mode, only one switch
operates in pulse width modulation (PWM); therefore, there is
no additional switching losses compared to conventional two-
switch non-inverting buck/boost converter [34].
In plug-in charging and regenerative braking modes, both
voltage and current mode controllers are used to charge the
lithium-ion battery. In propulsion mode, the battery supplies
power to the motor load through an inverter and the DC-
link voltage of the inverter is regulated either boost or buck
operation. The state space average based large signal transfer
function is used to design the proportional and integral terms
of controller.
Authors in [35] have proposed an integrated charger using
nine switches for any battery voltage levels, as shown in Fig.
3(b). The converter has bridgeless nature in plug-in charging
mode; therefore, this converter avoid heat management prob-
lem of bridge rectifier and associated losses. But presence of
the large number of switches leads less appealing for OBC
application. Moreover, in this converter, a complex control
strategy requires to turn on co-packed IGBT switches.
B. A low cost integrated on-board charger topology
An integrated converter [27] was proposed by Dusmez et
al. in 2012 using four semiconductor switches, one mechanical
switch and one inductor to achieves all modes of vehicle oper-
ation shown in Fig. 3(b). The converter operates as inverting
buck/boost, boost and buck in plug-in charging, propulsion
and regenerative braking modes, respectively. Moreover, this
converter shows improvement over converter [26] in terms
of a number of components and efficiency in each mode.
Therefore, it is a low cost solution for manufacturers. But the
major drawback of this converter is, do not have buck/boost
operation in propulsion and regenerative braking modes; there-
fore, flexible control of DC-link voltage and capturing of
regenerative braking energy over a wide range of motor speeds
are compromised. Moreover, except propulsion mode, other
two modes have equal losses compared their conventional
counterparts. In propulsion mode, switch T1 comes in the cur-
rent path; therefore, it is responsible for additional conduction
loss compared to conventional converter.
In battery charging mode, either through plug-in or re-
generative braking, the two loops proportional integral (PI)
controller are used to charge the battery. In propulsion mode, a
single loop PI controller is used to regulate the DC-link voltage
and variations in DC-link leads to variations in torque-ripple
of the machine. The minimization of torque-ripple is essential
for satisfactory operation of the drive system.
C. A compact and multifunctional integrated power Electronic
interface for plug-in electric vehicles
Dusmez et al. in 2013 proposed an integrated converter
[28] shown in Fig. 3(c) using four switches and one magnetic
for each mode of vehicle operation. During modes of oper-
ation, either one or two semiconductor devices come in the
main current path; therefore, each mode has same conduction
and switching losses compared to their conventional counter-
parts (single-switch boost converter or two-switch buck/boost
converter). Moreover, the converter has low voltage/current
stresses on components; as a result converter has lower losses
in each mode that leads smaller heat sink designs which
ultimately results in miniaturization of the charger. But the
major limitation of this converter is, only boost capability
in plug-in charging mode; therefore, this converter is not
suitable for universal input voltage range, i.e., 90-260 V.
Moreover, the power factor at the grid side has been achieved
almost unity because boost converter is an ideal candidate for
power factor correction (PFC). Only one current transducer
is utilized for each mode (by sensing the inductor current);
therefore, feedback circuitry reduces and the compactness of
the converter improves. However, two loops PI controller are
used for each mode and the parameters of controller are
selected based on trial and error method. The PWM switching
frequency is selected as 20 kHz and the peak efficiencies
for the plug-in charging, propulsion and regenerative braking
modes are reported as 91.6%, 96.6%, and 94.1%, respectively.
D. A bridgeless based nonlinear carrier controlled power
electronics interface for automotive applications
The authors in [29] proposed a bridgeless based integrated
converter shown in Fig. 3(d). The bridgeless nature of the
converter improves the converter efficiency in plug-in charging
mode by reducing devices in the current path. But in a negative
half cycle of the grid, the converter operates as conventional
inverting buck/boost ( current follows the path vac -body diode
of S2 -L-S3 -vac and vb -L-body diode of S1 and S2 -vb ) [37]
which results in high stresses on the components and leads to
higher losses (conduction and switching losses). Therefore, the
advantage of bridgeless nature sacrifices in the negative half
cycle. Moreover, none of the mode has buck/boost operation
which is the major limitation of this converter.
In this integrated converter, a non linear carrier control
based controller has been used in plug-in charging mode
which requires only current feedback for PFC in continuous
conduction mode (CCM) and also, it does not require any PI
controller; therefore, no tunning method is required. Moreover,
the control strategies in propulsion and regenerative braking
modes are same as in [28].
E. A three-level quasi-two-stage PFC converter with flexible
output voltage
In this paper, a quasi two-stage converter [30] has been
proposed for a wide range of battery voltage (0-vg,max ). When
battery voltage vb > vg,max , the proposed converter operates
as the conventional boost converter (single-stage operation)
 D6
S3
L1 D5 L2
+ D1
D1 D3 S2 Chv
ig
+ -
vg S1 + S4
Cb vb
- -
D2 D4 - D2
(a)
Fig. 4. Topology of integrated charger (a) integrated charger [30], (b) integrated charger [31], (c) integrated charger [32], (d) integrated charger [36].
and when vb < vg,max , the battery takes power through two-
stage operation; therefore, it is named as quasi-two stage con-
verter. this converter has slightly higher conduction losses than
conventional boost PFC converter but it has lower switching
losses due to its three-level output voltage characteristics.
Moreover, in propulsion and regenerative braking modes,
the proposed converter operates in boost and buck modes,
respectively.
In power factor correction mode, conventional two loops
PI controller is used along with feed-forward loop to achieve
unity power factor. To save the the current transducer, a single
voltage control loop is designed to regulate the output voltage
of the buck converter. With 12.5% kHz switching frequency,
the total harmonic distortion (THD) of the grid current is found
as 5.7% with high-line operation and it is improved to 3.1%
under a low-line case.
F. Single-phase bidirectional ac/dc converter for plug-in elec-
tric vehicles with reduced conduction losses
Integrated converter [31] in Fig. 4(b) has the similar op-
eration like converter in [28]. However, the major advantage
of this converter is, a peak efficiency improvement 2-2.5 %
in propulsion boost and regenerative braking buck modes
over converter [28]. The efficiency improvement in these two
modes provides longer run of vehicle for per charging at the
cost of two additional passive components (L2 and CM ).
The size of second inductor (core and winding thickness)
L2 is approximately reduced by 35-40% as compared single
inductor converter in [28]. Therefore, the overall size of the
converter is not much affected by addition of second inductor
L2 . The size of capacitor CM is found in the range of 0.1-
10 µF for 20 kHz switching and has a negligible effect on
converter size. The control strategy of this converter is similar
to the converter in [28].
G. A ZETA-SEPIC based multifunctional integrated converter
for plug- in electric vehicles
This integrated converter [32] was derived from conven-
tional ZETA converter that operates as ZETA converter during
battery charging modes and as SEPIC converter in discharging
mode. The major advantages of this converter are buck/boost
operation in each mode and a single-switch operates in pulse
width modulation (PWM); therefore, control system design
becomes simpler and easy to implement. This converter has
high voltage/current stresses in each mode compared due to
that lower range of battery and DC-link voltages are desirable
for this converter. However, this limitation can be rectified
+
+
Lf S3 S3
D3 S1 C L2 D1 D3 Lf S1 C L2
Vhv Chv Vhv
ig Chv Vhv ig +
+ +
Cf
+
vg Cf L1 S2 Cb - vb vg L1 S2 Cb vb
-
-
D4 D2 D4 MC
- -
(b) (c) (d)
by upcoming new generation devices, i.e., silicon carbide
(SiC) and gallium nitride (GaN). because these devices have
low-on state resistance, low turn-on and turn-off times and
body diodes have low reverse recovery charge even at higher
voltage/current ratings. With 20 kHz switching frequency and
various charging power levels, the THD of the grid current
varies in 4.8-7.2%. The peak theoretical efficiency of the con-
verter in plug-in charging, propulsion and regenerative braking
modes is found 95.9%, 97.1%, and 96.7%, respectively. While
in the experiment, the peak efficiency is found 94.76% at 85
W and 60 V peak grid voltage.
H. A modified ZETA based Integrated converter
In Fig. 4(d), a ZETA derived non-isolated single-stage
power electronic interface has been proposed [36] for on-
board application of plug-in electric vehicles (PEVs) using
three semiconductor switches and two inductors. In addition,
the proposed charger can be used for universal input voltage
because of it has stepping up and stepping down (buck/boost)
operations in plug-in charging mode. Further, in propulsion
and regenerative braking modes, the proposed converter oper-
ates similar to conventional boost and buck converter, respec-
tively. Therefore, lower stresses on semiconductor devices as
well as only one device comes in the main current path leading
to higher efficiency of the converter in aforementioned modes.
Therefore, vehicle can run for longer distance as compared
to other integrated chargers for per charging. Moreover, low
voltage stress in propulsion and regenerative braking modes,
allows to select higher range of DC-link voltage for inverter.
III. C OMPARATIVE ANALYSIS OF INTEGRATED CHARGER
The comparative studies of integrated charger have been
given based on voltage/current stresses on semiconductor
devices and buck/boost capability of the converter in each
mode along with total number of components.
The stresses on semiconductor devices in each mode are
shown in Table II where ”High” denotes sum of the input and
output quantities [Vout +Vin and Iout +Iin ] and ”Low” denotes
either input or output quantity [(Vout or Vin ) and (Iout or Iin )
]. Further, Table III shows a comparative study of integrated
chargers-1 in terms of operation of buck/boost capability and a
number of active and passive components in each mode. Only
integrated chargers [26], [32] can operate with buck/boost
operation in each mode compared to other integrated chargers.
Moreover, from Table II and III, only integrated converter
[26] has buck/boost operation as well as low stresses in each
mode but at the expense of the large number of semiconductor
 TABLE II. VOLTAGE AND CURRENT STRESSES ON SWITCHING DEVICES IN EACH MODE OF INTEGRATED CHARGER

Plug-in charging Propulsion Regenerative braking

Integrated charger
Voltage Current Voltage Current Voltage Current
Fig. 3(a) Low Low Low Low Low Low
Fig. 3(b) Low Low Low Low Low Low
Fig. 3(c) High High Low Low Low Low
Fig. 3(d) Low Low Low Low Low Low
Fig. 3(e) High High Low Low Low Low
Fig. 4(a) Low Low Low Low Low Low
Fig. 4(b) Low Low Low Low Low Low
Fig. 4(c) High High High High High High
Fig. 4(d) High High Low Low Low Low

TABLE III. C OMPARATIVE STUDY OF THE INTEGRATED CHARGER IN TERMS OF BUCK / BOOST CAPABILITY OF EACH MODE AND NUMBER OF
COMPONENTS

Integrated Modes of operation Switch Diode Inductor Capacitor

Regenerative
charger Plug-in charging Propulsion
braking
Fig. 3(a) Buck/boost Buck/boost Buck/boost 6 9 1 2
Fig. 3(b) Buck/boost Buck/boost Buck/boost 9 4 1 2
Fig. 3(c) Buck/boost Boost Buck 5 5 1 2
Fig. 3(d) Boost Buck/boost Buck/boost 4 4 1 2
Boost or Buck/boost
Fig. 3(e) Boost Buck 5 1 1 2
(negative half cycle)
Fig. 4(a) Buck/boost Boost Buck 4 6 2 2
Fig. 4(b) Boost Buck/boost Buck /boost 4 4 2 3
Fig. 4(c) Buck/boost Buck/boost Buck/boost 3 4 2 3
Fig. 4(d) Buck/boost Boost Buck 3 4 2 3

devices. The integrated converter [27] is an improvement over
converter [26] in terms of the number of components. The
integrated converter [28] has fewer components compared to
all exiting converter as well as low stresses in each mode but
with only boost charging capability. However, the integrated
converter in [30] has capability to charge a wide range of bat-
tery voltage with low components stresses but at the expense
of relatively higher number of components. The integrated
converter [31] has same mode of operation as [28] along
with higher efficiency in propulsion boost and regenerative
buck modes, the efficiency improvements in these two modes
results in the vehicle can cover longer distance for per charge.
Integrated converter shown in Fig. 4(d) has lower stresses in
propulsion and regenerative braking modes as well as only
one device comes in current; therefore, this topology will
have higher efficiency compared to all existing topologies. In
addition to this, it has buck/boost capability in plug-in charging
mode.
From above comparisons, it is concluded that none of the
charger has all desired features such as buck/boost operation
in each mode, low components stresses and the minimum
number of active and passive components. Therefore, choice
and selection of a particular charger depend on manufacturers
requirements. However, aforementioned desired features can
be future research direction of integrated charger.
IV. C ONCLUSION
The conventional single-stage chargers operate only in
charging mode; therefore, to achieve other modes of vehicle
a separate converter is utilized which adds weight and cost to
the system. Therefore, conventional chargers are not attractive
for OBC applications. In integrated chargers, it is attempted
that all modes should be achieved through a single converter
by incorporated bidirectional dc/dc converter which is placed
between battery and dc-link into the charging circuit. This
arrangement and does not pose any complexity to the charger.
Therefore, it is much popular for OBC than conventional
chargers.
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