Professional Documents
Culture Documents
A High-Efficient Nonisolated Single-Stage On-Board Battery Charger For Electric Vehicles 2013
A High-Efficient Nonisolated Single-Stage On-Board Battery Charger For Electric Vehicles 2013
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
5748 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
TABLE II
SUMMARIZED CHARACTERISTICS OF CONVENTIONAL TOPOLOGIES
Fig. 2. Schematics of conventional topologies. (a) SRC with boost PFC. (b) LLC with boost PFC. (c) PSFB with boost PFC. (d) Conventional buck–boost PFC.
(e) Sepic PFC. (f) Cuk PFC.
different modes of operation: buck-operation mode, boost- the line voltage. Furthermore, the output voltage is controlled
operation mode, and cascade mode. The buck-operation mode is according to the demand of the battery while the unity PF is
activated when the output voltage is less than the peak voltage of corrected [20], [26]. In addition, the proposed circuit has the
the input. In boost-operation mode, the output voltage is greater following advantages compared with the other nonisolated dc–
than the rectified input voltage. Cascade mode operates in both dc converters shown in Fig. 2:
conditions of the input and the output, including the state that 1) the input and the output have the same polarity;
the input voltage is similar to the output voltage [20]–[24]. In 2) voltage stress on semiconductor switching devices is less
three modes, PFC is feasibly operated in the continuous conduc- than that in other conventional topologies;
tion mode for high-power capacity of the OBC. It is desirable to 3) the stability of operation is better than that in other topolo-
make a practically sinusoidal input current, in the same phase as gies due to the potential of sharing inductor.
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5749
The same polarity of the input and the output has an advantage
of solving EMI/EMC problems, and in designing filters easily,
because the internal ground of a vehicle, the ground of the OBC
and the cathode of the battery can have the same potential.
B. Operational Principle
Fig. 4 shows the basic operational principle of the proposed
nonisolated OBC [21]. Switches in the buck and boost units
of the cascade buck–boost converter execute step-down/step-
up by synchronous switching. When switches are on, the input
supplies energy to the inductor with power flow (a) in Fig. 4.
When the switches are off, the output stage receives energy
from the inductor. Consequently, the input current of an ordinary
cascade buck–boost converter becomes discontinuous due to the
switch in the buck unit. During interleaved control, the switch Fig. 5. Voltage transfer gain against duty ratio.
of the other phase is conducted when the switch turns off. The
current in this status is the flow (b) in Fig. 4. Therefore, the
power flow according to the switching operation is the same as Vin −Vout
in a conventional buck–boost converter. Based on this principle, · DT + · (1 − D)T = 0 (5)
L L
the voltage gain of the input and output can be expressed as D
follows: Vout = Vin . (6)
1−D
1 t
iL ,on (t) = vin dt + Im in (1)
L 0 In addition, the final converter gain according to duty ratio
Vin (as shown in Fig. 5) is perfectly the same as the conventional
Im ax − Im in = · DT (2) buck–boost converter.
L
However, the change of the voltage gain is sensitive; more
1 t than twice as sensitive compared with a conventional buck
iL ,off (t) = (−vout )dt + Im ax (3)
L DT or boost converter. In other words, the control precision de-
−Vout creases by half. Therefore, the charging voltage of the battery is
Im in − Im ax = · (1 − D)T (4) controlled in the variation of duty ratio from 0.42 to 0.782, to
L
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
5750 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
Fig. 6. Operation of 3-mode. (a) Buck-operation mode. (b) Cascade mode. (c) Boost-operation mode.
TABLE III down of the system. According to the statuses, the proposed sys-
TABLE OF SWITCHING STATUS
tem holds three operational modes, as shown in Fig. 6. Switches
in the buck unit are controlled, while switches in the boost
unit are always maintained to turn off. In this mode, the pro-
posed system works as a conventional buck PFC. Similarly, in
the boost-operation mode, the system operates like the conven-
tional boost PFC that switches in the boost unit are controlled
and switches in the buck unit are fully turned on. Lastly, in
cascade mode, switches in both units are synchronously turned
control the output voltage from 270 to 430 Vdc within the full on/off to perform step-up/step-down with PFC [20]–[25].
range of line input. As shown in Fig. 7, cascade control can be used as a buffer
zone between the buck region and boost region. In the process
of changing the mode, only one switch of both units alters the
C. Mode Selection status of switching. Therefore, the cascade mode can reduce
According to the input and output conditions, the proposed the transience as the buffer zone when the status is adjusted.
nonisolated OBC employs a change of modes to overcome the Fig. 8 shows the flow of the mode selection in accordance with
sensitivity of duty control. The proposed system has three modes the input and output conditions. Based on the proposed mode
due to the series-connected structure of the system [20], [24]. selection, three modes are effectively selected in each condition
The statuses of two switching units are divided into four by considering the efficiency and performance of system. Espe-
conditions. Table III indicates three statuses, excluding the shut- cially, buck mode decreases PF and THD due to the difference
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5751
Fig. 7. Region of operation modes in the input and output conditions. (a) V in = 120 V a c . (b) V in = 190 V a c . (c) V in = 240 V a c .
D. Parameters Design
According to the operational characteristics of the proposed
single-stage OBC, the design of inductors has to cover contin-
uous conduction mode (CCM) at the full spectrum of the input
and the output. Furthermore, inductors need to satisfy CCM
in all operating modes of the proposed system. As mentioned,
the boost mode is used when Vin = 120 Vac , Vin = 208 Vac ,
and Vout > 320 Vdc , or Vin = 240 Vac and Vout > 360 Vdc .
The cascade mode is operated when Vin = 208 Vac and Vout ≤
320 Vdc , or Vin = 240 Vac and Vout ≤ 360 Vdc . In each mode,
the inductor currents are shifted 180◦ , symmetrically. From (6),
the maximum ripple currents through inductors are
Vin,m ax Dm ax
ΔiL ,m ax b o ost = (boost mode) (7)
Lm in fs
Vout,m ax (1 − Davg,m in )
ΔiL ,m ax cascade = (cascade mode).
Lm in fs
(8)
For the CCM over the full spectrum of the input and output
conditions, the minimum inductances are
Po,m ax Davg,m ax
Lm in b o ost = 2 (boost mode) (9)
2Iout,m in fsw
(1 − Davg,m in )2 Po,m ax
Lm in cascade = 2 (cascade mode).
2Iout,m in fsw
(10)
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
5752 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
Fig. 9. 3.7-kW prototype. (a) Physical construction of the system. (b) Power circuit.
For the filter capacitor, the output ripple is mainly considered. with auxiliary power. Under the power board, the semiconductor
In the operations, the voltage is approximately given by switching devices are in contact with the heatsink to improve the
thermal characteristics of the proposed OBC. A forced cooling
ΔQm ax Iout,m ax Davg,m ax system is employed with two fans, which are connected with
ΔVout = = (11)
Co,m in Co,m in fs blades of the heatsink assembled in the main heating elements.
Iout,m ax Davg,m ax The power circuit, shown in Fig. 9(b), includes an EMI filter
Co,m in = . (12) to reduce switching noise toward the line input, a relay is applied
ΔVout fs
to the precharging circuit to protect the in-rush current from the
Aluminum electrolytic capacitors, which are commonly used, input to the battery. In addition, the main power delivery path
are unsuitable for the OBC because of the thermal condition of employs two-phase interleaving to enhance the efficiency and
vehicles. The life time of the capacitor also becomes a problem performance of the proposed OBC.
due to the relatively increasing output current ripple in the single Fig. 10 indicates the waveforms of each mode in accordance
stage. Therefore, a film capacitor is reasonable for the output with the full spectrum of the input and output. The input con-
capacitor of the proposed charger, because it has strong thermal ditions are based on the rated input voltages of 120, 208, and
endurance and enough lifetimes for EVs. The voltage ratings of 240 Vrm s . Fig. 10(a) and (b) shows the main operating wave-
the capacitor are selected as more than 600 V by considering the forms with the outputs 270 and 430 Vdc when the input voltage
maximum output voltage, voltage rise in the transient state, and is 120 Vrm s (boost-operation mode). Fig. 10(c) and (d) shows
safety margins. As a result, the selected dc-link capacitor is a the waveforms of the 208 Vrm s input conditions when the output
700 Vdc /80-uF metalized polypropylene film capacitor. In PFC, voltages are 270 Vdc and 430 Vdc , respectively. Fig. 10(e) and (f)
the low frequency from the line input is reflected in the ripple of represents the same output voltage as others and get 240 Vrm s
the output. Thus, the capacity of dc-link capacitor has to be big as the line input.
enough for the regulation performance of the charging voltage. With the abnormal input conditions (as shown in Table II),
As the capacity of the selected capacitor is insufficient, multiple in which operation has to be guaranteed according to the uni-
capacitors are composed in parallel. An additional shortfall can versal specifications of industrial applications, the OBC should
be covered by a battery that has a large capacity. perform stably. Therefore, the operation of the proposed OBC
should be stable at the upper limit and the lower limit of this
specification, as shown in Fig. 11(a) and (b). The input fre-
IV. EXPERIMENTAL RESULTS AND DISCUSSION quency should also satisfy the standards from 45 to 70 Hz, as
Based on the design tradeoffs, a laboratory prototype, with shown in Fig. 11(c) and (d).
an output power of 3.7 kW is built to verify the validity of the Fig. 12 demonstrates the CC–CV charging algorithm, which
proposed system, as shown in Fig. 9(a). The total system is is the method mainly used to charge Li-ion batteries. At first,
divided into a power circuit and a control circuit. For decreasing the proposed single-stage OBC maintains constant current (5 A)
the volume of the OBC, both circuits are constructed with two- by using CC control. The voltage of the battery is gradually
level structure. On the first level, the power circuit is located on increased by the constant current, and the voltage is kept con-
a heatsink. Above the power circuit, the control circuit is placed stant at the moment when it exceeds 430 V. The proposed OBC
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5753
Fig. 10. Waveforms of mode operation in each input condition (V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (a) V in =
120 V a c / V o u t = 270 V d c (boost mode). (b) V in = 120 V a c / V o u t = 430 V d c (boost mode). (c) V in = 208 V a c / V o u t = 270 V d c (cascade mode). (d) V in =
208 V a c / V o u t = 430 V d c (boost mode). (e) V in = 240 V a c / V o u t = 270 V d c (cascade mode). (f) V in = 240 V a c / V o u t = 430 V d c (boost mode).
works stably when the charging mode changes from CC-mode to The measured efficiency of the converter versus output power
CV-mode. for different input voltages is given earlier. The results include
The effect of the fluctuating load should be checked to se- all dissipation caused by additional elements such as auxiliary
cure the stability of the charging system. Although the transient power, EMI filter, etc. According to the results, the proposed
state occurs when the load fluctuates, the OBC should recover nonisolated single-stage OBC has a peak efficiency of 97.6%
the CC–CV charging sequence immediately. A test is done by at 240 Vrm s input and full output power. Especially, efficiency
separating both modes in the middle of output ratings, as shown of the proposed system gradually increases from light-load to
in Fig. 13. full-load conditions in boost mode. However, the efficiency in
PF and the efficiency, which are basic requirements of the cascade mode decreases in load conditions more than 2.5 kW,
proposed single-stage OBC, also need to be verified. Both items as shown in Fig. 14(c) and (e). In cascade mode, the losses
are measured at reasonable steps in a full spectrum of the input of elements are rapidly increased around full-load conditions
and the output. The results of measurement are shown in Fig. 14. because the magnitude of the current in each phase is the same
The comparison of each mode is also accomplished along with as the input current. Although the charging region in cascade
performance items. mode is located at less than 2 kW on the CC-CV profile, an
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
5754 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
Fig. 11. Operation in abnormal conditions. (a) V in = 85 V a c ( V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (b) V in = 265 V a c
( V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (c) fin = 45 Hz ( V in and V o u t : 200 V/div; Iin and Io u t : 5 A/div; and time: 5 ms/div).
(d) fin = 75 Hz ( V in and V o u t : 200 V/div; Iin and Io u t : 5 A/div; and time: 5 ms/div).
V. CONCLUSION
The design and implementation of a nonisolated OBC for EVs
has been presented, with focus placed on a minimal total size and
improved efficiency, as the main requirements for eco-friendly
vehicles such as EVs and PHEVs. For the design of this system,
an overview of conventional topologies has been discussed, for
application to the OBC. For achieving the targeted high- power
Fig. 12. Verification of CC–CV charging sequence ( V o u t : 100 V/div; Io u t : density and high efficiency, a nonisolated cascade buck–boost
2 A/div; and time: 10 s/div). converter has been selected. The theoretical operation of the
proposed OBC has been analyzed in detail. According to the
design considerations of the OBC and the results of the analysis,
improved efficiency of cascade mode is needed for light-load a sequential control strategy is determined in the full spectrum
condition. The improvement can be achieved by raising the of the input and output conditions. The proposed system was
current ratings of the semiconductor switching devices. verified through experiment with the implemented hardware of
The PF is greater than 0.99 from half load to full load. In com- 3.7 kW achieving 97.6% efficiency and PF of 0.99.
parison with developed isolated transformer type OBC, which The advantages of the proposed OBC can be summarized as
is combined boost PFC and SRC [4], the efficiency is improved follows:
in the full spectrum of the output power, as shown in Fig. 15. 1) the number of components is less than conventional OBCs;
High efficiency over the entire load range is achieved with 2) high-power density and high efficiency are obtained by the
the proposed system, reducing the size and the number of com- single-stage structure without the high-frequency trans-
ponents. High efficiency means that more of the limited input former;
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5755
Fig. 13. CC and CV control in fluctuating load condition. (a) Constant current mode ( V o u t : 100 V/div; Io u t : 2 A/div; and time: 500 ms/div). (b) Constant
voltage mode ( V o u t : 100 V/div; Io u t : 2 A/div; and time: 500 ms/div).
Fig. 14. Efficiency and PF in each input condition. (a) Efficiency (at V in = 120 V a c ). (b) PF (at V in = 120 V a c ). (c) Efficiency (at V in = 208 V a c ). (d) PF (at
V in = 208 V a c ). (e) Efficiency (at V in = 240 V a c ). (f) PF (at V in = 240 V a c ).
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
5756 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5757
Dong-Gyun Woo (S’12) received the B.S. and M.S. Byoung-Kuk Lee (S’97–M’02–SM’04) received the
degrees from Sungkyunkwan University, Suwon, B.S. and M.S. degrees from Hanyang University,
Korea, in 2009 and 2012, respectively, where he is Seoul, Korea, in 1994 and 1996, respectively, and the
currently working toward the Ph.D. degree in electri- Ph.D. degree from Texas A&M University, College
cal engineering. Station, TX, USA, in 2001, all in electrical engineer-
His research interests include battery charger for ing.
PHEV/EV and renewable energy conversion system. From 2003 to 2005, he was a Senior Researcher
at Power Electronics Group, Korea Electrotechnol-
ogy Research Institute, Changwon, Korea. He joined
the School of Information and Communication Engi-
neering, Sungkyunkwan University, Suwon, Korea,
in 2006. His research interests include charger for electric vehicles, hybrid re-
newable energy systems, dc distribution systems for home appliances, power
conditioning systems for fuel cells and photovoltaic, modeling and simulation,
Won-Yong Sung (S’13) received the B.S. and M.S. and power electronics.
degrees from Sungkyunkwan University, Suwon, Dr. Lee is a recipient of the Outstanding Scientists of the 21st Century from
Korea, in 2011 and 2013, respectively, where he is IBC and listed on 2008 Ed. of Who’s Who in America. He is an Associate
currently working toward the Ph.D. degree in electri- Editor of the IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS and the IEEE
cal engineering. TRANSACTIONS ON POWER ELECTRONICS. He was the General Chair for the
His research interests include EV charger and dc– IEEE Vehicular Power and Propulsion Conference, in 2012.
dc converter for renewable energy.
Authorized licensed use limited to: UNIVERSIDADE FEDERAL DA BAHIA. Downloaded on July 07,2023 at 01:23:45 UTC from IEEE Xplore. Restrictions apply.