This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TIE.2018.2826458, IEEE
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High Efficiency Bridgeless
Single-Power-Conversion Battery Charger
for Light Electric Vehicles
Seo-Gwang Jeong, Jung-Min Kwon, Member, IEEE, and Bong-Hwan Kwon, Member, IEEE
Abstract—Charging batteries of light electric vehicles
require chargers with high efficiency and a high power
factor. To meet this need, this paper presents a bridge-
less single-power-conversion battery charger composed
of an isolated step-up AC-DC converter with a series-
resonance circuit. The bridgeless configuration reduces
the conduction losses associated with the input diode rec-
tifier, and the series-resonance circuit reduces the reverse-
recovery losses of the output diodes by providing zero-
current switching. In addition, direct and series-resonance
current injection enables bidirectional core excitation by
the transformer, thereby allowing high power capability.
The control algorithm derived from feedback linearization
is also developed, which allows the proposed charger to
correct the power factor and regulate the output power in
a single-stage power conversion. This simple circuit struc-
ture leads to high efficiency and a high power factor. The
theoretical concepts of the proposed charger are verified
experimentally using a 1.7 kW prototype.
Index Terms—Bridge diode, series resonance, power fac-
tor correction
I. I NTRODUCTION
I N recent years, there has been increasing interest in various
eco-friendly vehicles such as electric vehicles (EVs) and
plug-in hybrid EVs, which have a significant potential to
reduce environmental pollution [1]–[3]. EVs are entirely pow-
ered by propulsion batteries charged from the grid through an
on-board charger, which makes such chargers a very important
part of an EV [4]. The performance of the charger is evaluated
by its power-conversion efficiency and power quality (i.e., total
harmonic distortion and power factor). In addition, because the
charger is installed in the EV, it must be small, lightweight,
and have a long lifetime. Conventional on-board chargers for
EVs are based on isolated AC-DC converters with a two-
stage structure consisting of a power-factor-correction (PFC)
stage and a DC-DC power-conversion stage [5]–[7]. The PFC
Manuscript received December 14, 2017; revised March 5, 2018;
accepted April 2, 2018. This work was supported by the National
Research Foundation of Korea Grant by the Korea Government (MSIT)
under Grant NRF-2016R1C1B1014543.
S.-G. Jeong, and B.-H. Kwon are with the Department of Electronic
and Electrical Engineering, Pohang University of Science and Tech-
nology, Pohang 37673, South Korea (e-mail: seogwang@postech.ac.kr;
bhkwon@postech.ac.kr).
J.-M. Kwon is with the Department of Electrical Engineering,
Hanbat University, Daejeon 305-719, South Korea (e-mail: jmk-
won@hanbat.ac.kr).
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stage, which is usually a boost converter, converts input AC
voltage to DC-link voltage with a unity power factor [8],
whereas the DC-DC power-conversion stage, which is usually
an isolated high-frequency DC-DC converter, regulates the
output power and provides galvanic isolation for user safety
[9]. This structure has advantages such as accepting wide
input voltage, providing a high power factor and well-regulated
output power. However, the two-stage structure also has many
disadvantages, such as low efficiency and circuit complexity
because of its two power-processing stages. Another major
drawback is a bulky intermediate dc-link capacitor that filters
power fluctuations. The high current flowing through the
intermediate dc-link capacitor also causes significant power
loss and considerably reduces the capacitor lifetime, leading to
capacitor failure [10], [11]. To eliminate the PFC stage and re-
duce the dc-link capacitance, single-stage approaches are being
investigated to replace the two-stage structures [12], [13]. In
single-stage converters with a DC-link capacitor, the PFC stage
and the DC-DC stage are merged by sharing the switches.
However, because the DC-link voltage is not controlled in this
scheme, it can be more than twice the grid voltage, leading
to requirement of high voltage rating switches which causes
high switching and conduction losses. In addition, because
PFC is achieved based on the operation principle of the
circuit without an additional PFC controller, the power factor
is affected by changes in the grid voltage or load condition
[14]. To achieve a high power factor without a PFC stage and
a DC-link capacitor, single-stage resonance converters with
inherent PFC and current-fed full-bridge converters have been
introduced [15]–[18]. These converters do not require a DC-
link capacitor, thereby eliminating the associated problems.
Also, almost unity power factor can be achieved using the
appropriate PFC-control techniques. However, these single-
stage converters contain many components and an input bridge
diode that not only causes high conduction losses but also
requires additional heat management. To overcome these draw-
backs, single-stage bridgeless topologies based on two-stage
boost-flyback converter and half-bridge PFC converter have
been investigated [19]–[21]. However, such converters are
suitable only for low-power applications because the applied
topologies normally imply high electrical stresses. Because of
these reasons, the isolated bridgeless type converters for high
power capability (>1 kW) has rarely been studied.
To address this situation, this paper proposes herein high-
efficiency bridgeless single-power-conversion battery charg-
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When the high-frequency switch is on-state, the energy on the

primary side is transferred to the secondary side through the
series-resonance circuit. When the high-frequency switch is
off-state, the inductors L1 and Lm on the primary side inject
energy into the secondary side. This characteristic gives the
proposed converter its high power capability. In addition, a
high-frequency transformer is used to ensure galvanic isolation
between the grid and battery for user safety.

B. Operation Principle
Fig. 1. Proposed bridgeless single power-conversion AC-DC converter.
This section analyzes the steady-state of the proposed
ers. Fig. 1 shows the circuit configuration of the proposed charger under the following assumptions:
charger, which consists of a isolated bridgeless step-up AC- 1) the switches S1 and S2 are ideal except for the body diodes.
DC converter with a control algorithm for PFC control and 2) the grid voltage vg is considered constant during each
to regulate the power output. The bridgeless configuration switching period Ts because Ts is much shorter than the
reduces conduction losses and heat-management problems grid period Tg .
related to the bridge diode. The series-resonance circuit of the 3) the battery voltage Vbat is constant because the capacitance
secondary side provides bidirectional core excitation, which of the battery is sufficiently large.
enables high power capacity and zero-current switching (ZCS), 4) the transformer T is modeled by an ideal transformer with
thereby reducing the reverse-recovery problem of the output magnetizing inductance Lm and leakage inductance Llk .
diodes. In addition, because the input energy is directly For steady-state operation in the positive and negative half-
distributed to the output energy without an energy buffer, cycles, the switching period Ts is divided into three operating
efficiency is improved. To achieve a high power factor without modes according to the state of switches and that of the output
additional PFC circuit, we develop a control algorithm derived diodes. The proposed charger thus operates symmetrically
from feedback linearization. This control algorithm enables during both positive and negative half-cycles. Therefore, only
the proposed charger to correct the power factor and regulate the positive half-cycle is addressed in this analysis. Figs. 2 and
the output power through single-power-conversion. Therefore, 3 show the equivalent circuits and the theoretical waveform
the proposed charger is suitable as an on-board charger for for each operating mode, respectively. Prior to Mode 1, the
EVs requiring high charging efficiency and high-quality power. primary current i1 and the secondary current i2 are flowing in
The remainder of this paper is organized as follows: Section the positive direction.
II discusses the operating principle and characteristics of the M ode 1 [t0 - t1 ]: At time t0 , the switch S1 is turned on
proposed charger, and Section III proposes control algorithm and the primary inductor L1 is charged by the grid voltage
for single-power-conversion. Section IV presents the results vg . The volt-second balance law of the inductor L1 and the
of experiments conducted using a 1.7 kW prototype, which magnetizing inductance Lm gives
is used to verify the performance of the proposed charger. vg DTs = − {vg − vc1
Finally, Section V concludes this paper.
nLm
− 2 (vCr + Vbat )}(1 − D)Ts , (1)
n Lm + Llk
II. A NALYSIS OF P ROPOSED B ATTERY C HARGER
n2 Lm
A. Description of proposed charger nvc1 DTs = (vCr + Vbat )(1 − D)Ts , (2)
n2 Lm + Llk
Fig. 1 shows the circuit configuration of the proposed
single-power-conversion battery charger. The proposed charger n2 Lm
(vCr − Vbat )DTs
includes two diodes and two switches on the primary side of n2 Lm + Llk
the transformer T. The diodes Dp and Dn conduct alternately n2 Lm
during each half-cycle of grid period Tg ; Dp (Dn ) is turned =− 2 (vCr + Vbat )(1 − D)Ts . (3)
n Lm + Llk
on during the positive(negative) half-cycle of the grid voltage
Based on Eqs. (1)-(3), if the leakage inductance Llk is neg-
vg . The switch S1 (S2 ) is driven at high frequency and switch
ligible, the average capacitor voltages VC1 and VCr are as
S2 (S1 ) is always on during the positive(negative) half-cycle.
follows:
Thus, only one switch operates at high frequency, while the
other switch is always turned on. Therefore, switching losses VC1 = vg , (4)
are incurred by only one switch. The secondary side consists VCr = Vbat − nvg . (5)
of output diodes and a series-resonance circuit composed of
a leakage inductance Llk and a resonant capacitor Cr . The The magnetizing current im decreases linearly because the
series resonance reduces the reverse-recovery problem of the voltage vc1 is approximately constant during the switching
output diodes by providing ZCS. Because the proposed charger period Ts . The magnetizing current is
affects the bidirectional core excitation, it transfers power to vg
im (t) = im (t0 ) − (t − t0 ). (6)
the battery regardless of the state of switches S1 and S2 . Lm

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(a) (b)
Fig. 2. Operating modes of the proposed charger (a) Positive half-cycle of the grid voltage. (b) Negative half-cycle of the grid voltage.

During this mode, the primary capacitor C1 is in resonance im and n times of the secondary current i2 . Therefore, the
with the series-resonance circuit, which consists of secondary primary current i1 can be expressed as
leakage inductance Llk and a resonant capacitor Cr . Thus,
power is transferred by the series-resonance circuit across the vg
transformer to the secondary side and the state equation of the i1 (t) = ig (t0 ) + (t − t0 )
Lm
series-resonance circuit is n2 vg − nVbat + nVCr (t0 )
− sinωr (t − t0 ). (12)
Zr
di2 (t)
Llk = −nvg + Vbat − vCr , (7) At the end of this mode, the series-resonance is finished and
dt
dvCr (t) the secondary current i2 goes to zero, while the output diodes
i2 (t) = Ceq , (8) D2 and D3 are maintained on-stage.
dt
M ode 2 [t1 - t2 ]: Because switch S1 is remained on-state
where the turn ratio n of the transformer is N1 /N2 , vCr is the
during this mode, the primary inductor L1 continues charging.
instantaneous voltage across Cr , and the equivalent resonant
The primary current i1 is the same as the magnetizing current
capacitor Ceq is given by
im , which decreases linearly as given by Eq. (1). Because no
Cr C1 current flows on the secondary side, no power is transferred
Ceq = . (9)
n2 Cr + C1 to the secondary side in this mode. At the end of this mode,
From Eqs. (2)-(4), the secondary current i2 is derived as output diodes D2 and D3 are turned off and get blocked
nvg − Vbat + VCr (t0 ) with zero current. This ZCS reduces the problem of reverse
i2 (t) = − sinωr (t − t0 ), (10) recovery for the output diodes.
Zr
M ode 3 [t2 - t3 ]: At time t2 , switch S1 is turned off. The
where the angular frequency ωr and the impedance Zr of the magnetizing current im starts increasing and the grid current
series-resonant circuit are ig starts decreasing linearly as follows:
s
1 Llk VCr + Vbat
ωr = p , Zr = . (11) im (t) = im (t2 ) + (t − t2 ), (13)
Llk Ceq C eq nLm
As seen in Figs. 2 and 3, the primary current i1 of the VCr + Vbat
ig (t) = ig (t2 ) − (t − t2 ). (14)
transformer decreased by the series-resonance is the sum of nL1

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Fig. 4. Critical resonant capacitance for ZCS turn-off of the output

diodes as a function of the rms value of the grid voltage vg,rms .

Eq. (18) shows that the voltage transfer ratio of the proposed
charger is half that of an isolated boost converter.
M ode 4 − 6 : These modes cover the negative half-cycle of
the grid voltage. The operating principles are similar to those
discussed above for the positive half-cycle. The operation of
modes 4-6 in the negative half-cycle is symmetric to that of
modes 1-3 in the positive half-cycle.

C. Design Criterion for Primary Inductor L1 and Resonant

Capacitor Cr
Fig. 3. Theoretical waveforms of the proposed charger. The primary inductor L1 is designed considering the maxi-
mum ripple ∆ig,max of grid current ig at the peak grid voltage
During this mode, the energy stored in inductors L1 and Lm
vg,pk as follows:
is directly transferred to the battery through output diodes D1
and D4 , so the secondary current i2 combines the grid current √  
ig and the magnetizing current im . From Eqs. (13) and (14), 2vg,pk nvg,pk
L1 > 1− . (19)
the secondary current i2 is ∆Ig,max fs 2Vbat
ig (t2 ) + iLm (t2 ) To achieve ZCS turn-off of the output diodes D2 and D3 ,
i2 (t) = the half period of series-resonance should be shorter than the
n
(VCr + Vbat )(L1 − Lm ) switch on time:
+ (t − t2 ). (15)
n2 L1 Lm
p
π Llk Ceq < DTs . (20)
By using Eqs. (1) and (2), the voltage stress VS1 across S1 is
To ensure ZCS turn-off over the entire grid period, Eq. (19)
derived as
should be satisfied at the minimum duty ratio Dmin , which
VCr + Vbat 2Vbat
VS1 = + VC1 = . (16) from Eq. (18), can be approximated as
n n
nVi,rms
As seen from Eq. (16), the voltage stress across S1 is constant Dmin = 1 − √ . (21)
over the entire grid period. At time t3 , switch S1 is turned on 2Vbat
and mode 1 begins again. Based on the volt-second balance From Eqs. (20) and (21), the resonance capacitance Ceq should
condition for L1 and Lm , the battery voltage Vbat can be satisfy the following relation:
obtained as follows: 2
Ts2

nvg,rms
nDvg Ceq < 2 1− 2 . (22)
Vbat = − VCr . (17) π Llk π Vbat
1−D
Fig. 4 shows the equivalent resonance capacitance Ceq required
By using Eq. (9) to eliminate VCr , the relation between grid
to ensure ZCS turn-off as a function of grid voltage vg . When
voltage and battery voltage can be represented as
Ceq is less than the critical resonance capacitance, ZCS turn-
Vbat n off of the output diodes D2 and D3 is ensured over the entire
= . (18)
Vg 2(1 − D) grid period.

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TABLE I
PARAMETERS AND C OMPONENTS OF THE P ROTOTYPE

Parameters Symbols Value

Grid voltage vg 120-240 Vrms
Grid frequency fg 60 Hz
Nominal battery voltage Vbat 360 V
Rated output power Po 1.7 kW
Switching frequency fs 70 kHz
Primary inductance L1 1.5 mH
Primary capacitance C1 6.6 µF
Magnetizing inductance Lm 450 µH
Secondary leakage inductance Llk 1.6µH
Transformer turns ratio N1 : N2 24:36
Resonant capacitance Cr 1 µF
Output filter capacitance Cf 3.3 µF
Output filter inductance Lf 40 µH

Components Symbols Part number

Input diodes D p , Dn 15ETL06
MOSFETs S 1 , S2 UJC06505K
Fig. 5. Control block diagram for the proposed charger. Output diodes D1 - D4 15ETL06

III. C ONTROL S TRATEGY linear system. Fig. 5 shows the control block diagram for the
Without a PFC stage or auxiliary circuit, the proposed proposed charger. For the constant voltage charging mode,
charger corrects the power factor by adjusting the duty ratio D the proportional-integral type voltage controller attempts to
of the switches. However, the nonlinearity between the duty correct the error between the measured battery voltage Vbat
ratio D and the input grid current ig makes it difficult to deliver and the desired battery voltage Vbat,ref by calculating the
high-quality power. Therefore, this section introduces a control difference. The amplitude of the grid current reference i∗g,pk
algorithm for the proposed charger that is based on feedback is obtained from the voltage controller. Conversely, for the
linearization and provides acceptable control of the proposed constant current charging mode, i∗g,pk is calculated by the
charger. Fig. 5 shows a block diagram of the proposed control relation between the input and output power as follows:
algorithm. 2Vbat ibat,ref
With the duty ratio D of switches and the grid current i∗g,pk = , (26)
| vg,pk |
variation ∆ig , the average voltage equation for L1 during one
switching period Ts is where ibat,ref is the desired battery current. The reference
  grid current i∗g,ref is obtained by multiplying the amplitude
∆Ii VCr + Vbat of the grid current reference by vg /vg,pk , where vg,pk is the
L1 = Vi D − (1 − D). (23)
TS n peak value of the grid voltage vg . In this manner, the phase
Combining Eqs. (5) and (23), the duty ratio is calculated as of the reference grid current i∗g,ref is matched that of the grid
  voltage vg , yielding a high power factor. The proportional type
n | vg | nLi current controller attempts to correct the error between the
D = 1− + ∆ig . (24)
2Vbat,ref 2Vbat,ref TS measured ig and i∗g,ref by adjusting the duty ratio variation
where Vbat,ref is the reference voltage of the battery. From Eq. ∆D. Consequently, the duty ratio D is calculated by summing
(24), the nominal duty ratio Dn and the duty ratio variation the nominal duty ratio Dn with the duty ratio variation ∆D. In
∆D are as follows: the positive half cycle of the grid voltage, the calculated duty
  ratio D is applied to switch S1 and the switch S2 is always
n | vg | nLi on. Similarly, in the negative half cycle, D is applied to S2 .
Dn = 1 − , ∆D = ∆ig . (25)
2Vbat,ref 2Vbat,ref TS
From Eq. (25), the nominal duty ratio Dn can be decoupled IV. E XPERIMENTAL R ESULTS
from Eq. (24) and functions as a feedforward controller. This
feedforward controller relaxes the burden of the voltage and To verify the preceding theoretical analysis and evaluate the
current controller, improving the dynamic response of the performance of the proposed single-power-conversion battery
controlled system. In addition, decoupling the nominal duty charger, experiments with a prototype device was conducted.
ratio Dn from the duty-ratio variation ∆D linearizes the The prototype had the following specifications: grid voltage
relation between ∆D and the current variation ∆iL1 , which vg = 120-240 Vrms , nominal battery voltage Vbat = 360 V, and
now equals the grid current variation ∆ig . Thus, ∆ig is linear rated output power Po = 1.7 kW. To satisfy the ZCS turn-off
in ∆D, so the nonlinear system is converted to a first-order of output diodes D2 and D3 over the entire grid period, the

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Fig. 6. Experimental results for the grid voltage vg , grid current ig and Fig. 8. Experimental results for the grid voltage vg , primary capacitor
battery current ibat . voltage vC1 , and resonant capacitor voltage vCr .

(a) (a)

(b) (b)

Fig. 7. Experimental results for the voltage stress and current of the Fig. 9. Experimental results for the voltage stress and current of the
switches for positive half cycle (a) S1 . (b) S2 . output diodes (a) D1 . (b) D2 .

resonance capacitor Cr was selected from the ZCS condition
(22). Table I shows the specifications of the major parameters
and components in detail. The control algorithm was fully
implemented in the software by using a single-chip micro-
controller (Microchip dsPIC33EP32MC202). The efficiency
and power factor were measured using a digital power meter
Yokogawa WT3000E. Figs. 6-11 show the experimental results
of the prototype for a root mean square (rms) grid voltage of
220 Vrms under a full load condition.
Fig. 6 shows the experimental waveforms of the grid current
ig with the superimposed in the grid voltage vg , which has
almost unity power factor, and the battery current ibat . These
results show that the grid current iin is almost sinusoidal and
is in phase with the grid voltage vg . The measured power
factor exceeds 0.99. The battery voltage Vbat is a constant dc
voltage and The battery current ibat is a sinusoidal-like dc
current, which contains an output current ripple at twice the
grid frequency. From this current waveform, it can be seen
that the input ac power is directly transferred to the battery
side. Unlike traditional two-stage chargers with electrolytic
capacitors, the low-frequency current ripple at twice the grid
frequency is inevitably present in the electrolytic capacitor-
less single-stage and single-power-conversion scheme. Based
on previous researches [15] and [16], the ac impedance is
much less than the dc impedance at twice the grid frequency.
In the other words, the charging current with a low-frequency
ripple does not have a clear adverse effect on the lifetime and
efficiency of lithium-ion batteries. Therefore, the sinusoidal-

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(a)
Fig. 10. Experimental results for the grid voltage vg and grid current ig under different load condition. (a) 425W (25%). (b) 850W (50%). (b) 1275W
(75%).
Fig. 11. Measured efficiency and power factor according to the variation
of grid voltage vg at full load condition.
like dc current with low frequency ripple of the proposed
charger does not affect on the life of the battery.
Figs. 7(a) and 7(b) show the measured voltage stress vds,s1
and current is1 of S1 , and the gate signal vgs,s2 and current
is2 of S2 at positive half-cycle of grid voltage, respectively.
These results show that the voltage vds,s1 is consistent during
off-state of S1 with Eq. (16) and the only one switch operates
at high frequency. The operations of switches are symmetrical
with respect to grid-voltage polarity.
Fig. 8 shows the grid voltage vg , primary capacitor voltage
vC1 , and resonant capacitor voltage vCr . The voltage vC1
across C1 equals the rectified grid voltage and the voltage
vCr across Cr is consistent with Eq. (5) over the entire grid
period.
Figs. 9(a) and 9(b) show the voltage stress vd1 , vd2 and cur-
rent id1 , id2 of output diodes D1 and D2 , respectively. During
the switch S1 or S2 is off-state, the energy is directly injected
from the primary inductor L1 through diodes D1 and D4 into
the battery and decreases linearly as Eq. (15). In contrast,
when the switch is on-state, the series-resonance circuit starts
working and the secondary current i2 flows through diodes
D2 and D3 . The output diode current id2 goes to zero before
output diodes are turned off. Therefore, the ZCS turn-off of
D2 and D3 is achieved. Also, because of the direct current
injection and series-resonance current injection, the proposed
charger offers bidirectional core excitation characteristic. The
operation of the output diodes is the same regardless of the
grid-voltage polarity.
Fig. 10 shows experimental waveforms of the grid current
ig with the superimposed in the grid voltage vg at 425W
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(b) (c)
Fig. 12. Efficiency comparison according to the load conditions at vg =
220 V.
(25%), 850W (50%), and 1275W (75%), respectively. Under
three different load conditions, the measured power factor was
0.926, 0.991, and 0.998, respectively.
To verify the power quality of the grid current ig , the
power conversion efficiency and power factor of the proposed
charger as a function of grid voltage at full load condition
were measured as shown in Fig. 11. This result shows that
the efficiency increases with grid voltage and the power factor
exceeds 0.99 over the entire range of rms grid voltage 120 to
240 Vrms . This result shows that the proposed charger with its
control algorithm has a high power factor.
Fig. 12 shows the measured power conversion efficiency and
power factor as a function of load conditions for an rms grid
voltage vg = 220 Vrms . The power factor increases with load
conditions. The efficiency of the proposed charger exceeds that
of the single-stage charger with a resonant valley-fill circuit in
[16] over the entire range of load conditions. The maximum
efficiency of the proposed charger is 96.2% and the rated
efficiency is measured as 95.3%, confirming the high power
efficiency under various load condition.
V. C ONCLUSION
This paper proposes a high-efficiency bridgeless battery
charger for light EVs and analyze its performance both the-
oretically and experimentally. Eliminating the input bridge
diode reduces the conduction losses, and the use of a series-
resonance circuit provides ZCS and alleviates the reverse-
recovery problem for output diodes. Bidirectional core exci-
tation of the transformer leads to a higher power capability
than conventional bridgeless converters. Since the proposed
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charger applies the electrolytic capacitorless scheme with a

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[17] N. Q. Trong, H.-J. Chiu, Y.-K. Lo, C.-Y. Lin, and M. M. Alam, “Mod-
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factor of near unity for a universal grid voltage. Therefore, verter Using a Lossless Passive Snubber and Valley Switching,” IEEE
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[1] S. Haghbin, S. Lundmark, M. Alakula, and O. Carlson, “Grid-connected 3884–3895, 2011.
integrated battery chargers in vehicle applications: Review and new
solution,” IEEE Transactions on Industrial Electronics, vol. 60, no. 2,
pp. 459–473, 2013.
[2] M. Yilmaz and P. T. Krein, “Review of battery charger topologies,
charging power levels, and infrastructure for plug-in electric and hybrid
vehicles,” IEEE Transactions on Power Electronics, vol. 28, no. 5, pp. Seo-Gwang Jeong was born in Gyeongsan,
2151–2169, 2013. South Korea, in 1990. He received the B.S.
[3] A. Khaligh and S. Dusmez, “Comprehensive topological analysis of con- degree in electronic engineering from Kumoh
ductive and inductive charging solutions for plug-in electric vehicles,” National Institute of Technology, Gumi, South
IEEE Transactions on Vehicular Technology, vol. 61, no. 8, pp. 3475– Korea, in 2015. He is currently working toward
3489, 2012. the Ph.D. degree in electronic and electrical
[4] S.-G. Jeong, W.-J. Cha, S.-H. Lee, J.-M. Kwon, and B.-H. Kwon, “Elec- engineering at Pohang University of Science and
trolytic Capacitor-Less Single-Power-Conversion On-Board Charger Technology, Pohang, South Korea.
With High Efficiency,” IEEE Transactions on Industrial Electronics, His research interests include battery charger
vol. 63, no. 12, pp. 7488–7497, 2016. system, energy storage system, and renewable
[5] B. Whitaker, A. Barkley, Z. Cole, B. Passmore, D. Martin, T. R. McNutt, energy system.
A. B. Lostetter, J. S. Lee, and K. Shiozaki, “A high-density, high-
efficiency, isolated on-board vehicle battery charger utilizing silicon car-
bide power devices,” IEEE Transactions on Power Electronics, vol. 29,
no. 5, pp. 2606–2617, 2014.
[6] D. S. Gautam, F. Musavi, M. Edington, W. Eberle, and W. G. Dunford, Jung-Min Kwon (S’08, M’09) received the B.S.
“An automotive onboard 3.3-kW battery charger for PHEV application,” degree in electrical and electronic engineering
IEEE Transactions on Vehicular Technology, vol. 61, no. 8, pp. 3466– from Yonsei University, Seoul, South Korea, and
3474, 2012. the Ph.D. degree in electronic and electrical
[7] S. Kim and F.-S. Kang, “Multifunctional onboard battery charger for engineering from Pohang University of Science
plug-in electric vehicles,” IEEE Transactions on Industrial Electronics, and Technology, Pohang, South Korea, in 2004
vol. 62, no. 6, pp. 3460–3472, 2015. and 2009, respectively.
[8] K. Yao, Y. Wang, J. Guo, and K. Chen, “Critical Conduction Mode From 2009 to 2011, he was with the Samsung
Boost PFC Converter with Fixed Switching Frequency Control,” IEEE Advanced Institute of Technology, Yongin,
Transactions on Power Electronics, 2017. South Korea. Since 2011, he has been with the
[9] T. Mishima, K. Akamatsu, and M. Nakaoka, “A high frequency-link Department of Electrical Engineering, Hanbat
secondary-side phase-shifted full-range soft-switching PWM DC-DC National University, Daejeon, South Korea, where he is currently a
converter with ZCS active rectifier for EV battery chargers,” IEEE Professor. His research interests include direct methanol fuel cells,
Transactions on Power Electronics, vol. 28, no. 12, pp. 5758–5773, renewable energy systems, and distributed generation.
2013.
[10] M. Kwon and S. Choi, “An Electrolytic Capacitorless Bidirectional EV
Charger for V2G and V2H Applications,” IEEE Transactions on Power
Electronics, vol. 32, no. 9, pp. 6792–6799, 2017.
[11] K.-M. Yoo, K.-D. Kim, and J.-Y. Lee, “Single-and three-phase PHEV
onboard battery charger using small link capacitor,” IEEE Transactions Bong-Hwan Kwon (M’91) received the B.S.
on Industrial Electronics, vol. 60, no. 8, pp. 3136–3144, 2013. degree in electrical engineering from Kyungpook
[12] L. Wang, B. Zhang, and D. Qiu, “A Novel Valley-Fill Single-Stage National University, Deagu, South Korea, in
Boost-Forward Converter With Optimized Performance in Universal- 1982, and the M.S. and Ph.D. degrees in
Line Range for Dimmable LED Lighting,” IEEE Transactions on electrical engineering from the Korea Advanced
Industrial Electronics, vol. 64, no. 4, pp. 2770–2778, 2017. Institute of Science and Technology, Seoul,
[13] Y. Wang, N. Qi, Y. Guan, C. Cecati, and D. Xu, “A single-stage South Korea, in 1984 and 1987, respectively.
LED driver based on SEPIC and LLC circuits,” IEEE Transactions on Since 1987, he has been with the Department
Industrial Electronics, vol. 64, no. 7, pp. 5766–5776, 2017. of Electronic and Electrical Engineering, Pohang
[14] G. Moschopoulos and P. Jain, “Single-phase single-stage power-factor- University of Science and Technology, Pohang,
corrected converter topologies,” IEEE Transactions on Industrial Elec- South Korea, where he is currently a Professor.
tronics, vol. 52, no. 1, pp. 23–35, 2005. His research interests include converters for renewable energy, high-
[15] S. Li, J. Deng, and C. C. Mi, “Single-stage resonant battery charger with frequency converters, and switch-mode power supplies.
inherent power factor correction for electric vehicles,” IEEE Transac-
tions on Vehicular Technology, vol. 62, no. 9, pp. 4336–4344, 2013.

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