UNIT-IV POWER ELECTRONICS IN HYBRID EV

Rectifiers:

A rectifier is an electrical device used to convert alternating current (AC)

into direct current (DC) by allowing a current to flow through the device
in one direction. A rectifier is an electrical device or circuit that converts
alternating current (AC) into direct current (DC). It is commonly used in
power supplies and electronics to ensure that electronic devices receive a
steady supply of DC voltage, which is typically required for their
operation. Rectifiers are essential components in many applications,
including battery charging, power supplies for electronic devices, and
various industrial processes.

There are several types of rectifiers, including:

1. Half-Wave Rectifier: This type allows only one-half of the input AC

waveform to pass through, resulting in pulsating DC output. It is the
simplest and least efficient type of rectifier.

2. Full-Wave Rectifier: Full-wave rectifiers allow both halves of the AC

waveform to pass through, resulting in a smoother DC output. There are
two common configurations for full-wave rectifiers: the center-tapped
transformer and the bridge rectifier.

3. Center-Tapped Transformer Full-Wave Rectifier: In this design, a

transformer with a center-tapped secondary winding is used to create two
equal but opposite voltages. These voltages are then rectified to produce
full-wave rectification.
4. Bridge Rectifier:A bridge rectifier uses a set of four diodes to convert AC
into DC. It is more common

Voltage source inverter:

Voltage Source Inverter (VSI) is a type of converter that converts DC

voltage to AC voltage. It is also known as voltage-fed inverter (VFI). A
VSI consists of a DC power source, transistors (thyristors, IGBT,
MOSFET, etc.) for switching, and a DC link capacitor (to provide
filtering and minimize fluctuations).

There are two modes which VSI can operate i.e., square wave mode
and PWM (pulse width modulation mode. Voltage source inverter is
available in three configurations - single-phase half-bridge, single-
phase full-bridge, and three phase.

Current source inverter:

The current source inverter (CSI) can be used in traction drives for
electric vehicle (EV)/hybrid electric vehicle (HEV) applications to
overcome the drawbacks of the voltage source inverter (VSI). These
include the need for a costly, bulky, high performance dc bus
capacitor, and other undesirable characteristics that negatively impact
not only VSI and motor reliability but also motor efficiency.
 Plug-in Hybrid electric vehicles:

Plug-in hybrid electric vehicles (PHEVs) use batteries to power an

electric motor, as well as another fuel, such as gasoline or diesel, to
power an internal combustion engine or other propulsion source.
PHEVs can charge their batteries through charging equipment and
regenerative braking. Using electricity from the grid to run the vehicle
some or all of the time reduces operating costs and fuel use, relative to
conventional vehicles. PHEVs may also produce lower levels
of emissions depending on the electricity source and how often the
vehicle is operated in all-electric mode.

PHEVs use transmissions that allow them to operate in either parallel or

series configurations, switching between the two based on the drive
profile.

➢ Parallel hybrid operation connects the engine and the electric

motor to the wheels through mechanical coupling. Both the
electric motor and the engine can drive the wheels directly.

➢ Series plug-in hybrids use only the electric motor to drive the wheels. The
internal combustion engine is used to generate electricity for the motor.
Vehicles of this type are often referred to as extended-range electric
vehicles. The electric motor drives the wheels almost all of the time, but
the vehicle can switch to work like a parallel hybrid at highway speeds
when the battery is depleted.

Plug in hybrid electric vehicle overview

 PEV configurations:

PEV stands for the form of Plug-in electric vehicle. A plug-in electric
vehicle (PEV) is any motor vehicle with rechargeable battery packs that
can be charged from the electric grid, and the electricity stored on
board drives or contributes to drive the wheels for propulsion.

Plug-in electric cars have several benefits compared to

conventional internal combustion engine vehicles

Advantages:

➢ Improved air quality

➢ Lower greenhouse gas emissions
➢ Lower operating and maintenance costs
➢ Less dependence on imported oil
➢ Vehicle-to-grid

Disadvantages:

➢ Cost of batteries
➢ Risks of battery fire

PEV Configurations:

Here are some parameters and their values for examples for a vehicle.
Power management strategy:

It is desirable that the load power requirements are less than the
maximum amount of battery power specified primarily from the battery
itself. In the case of a system with batteries as an energy source, a PMS
that reduces peak power from the battery to the ultra-capacitors
increases the energy efficiency of the batteries, thus also contributing to
the expansion of vehicle autonomy.

The strategy may also include preventing overcharging and over

discharging beyond the codified power limits and preventing high-
frequency power fluctuations in the battery system.

Component sizing:

➢ The required battery size of a conventional series hybrid is less than

1.44 kWh.
➢ The required power of the electric motor is 80 kW for a
conventional series hybrid.
➢ The effect of acceleration on the required power is not linear.
Advantages of DC-DC converter

➢ The use of converters simplifies the circuitry of the power supply

➢ The use of converters deceased the space of battery in circuits and
projects
➢ It provides organized output in both negative and positive
polarities
➢ DC controls circuits use this device and voltage regulators use this
module
➢ It comes in hybrid circuits that have all components of circuits in a
single structure or casing
➢ It is helpful for the extension of voltage when needed
➢ The main benefit of this device is that it provides isolation
between the input and output sides of circuits.

Disadvantages of DC-DC converter

➢ These converters cause noise during the operation

➢ It has a high ripple current and high loess and a high value of input
and output capacitance
➢ The circuitry of converters is expensive
➢ These circuits provide unsteady voltage and current supply

Isolated converters:

➢ Usually, in this type of converters a high frequency transformer is

used.
➢ In the applications where the output needs to be completely
isolated from the input, an isolated converter is necessary.
Report on Design of Converter for different Electric
vehicle Applications:
POWER TRAIN CONFIGURATIONS:
Power train of a general vehicle is a system, which consists of power
plant, clutch or torque converter, gear box, differential gear, drive
shaft and drive wheel. In case of BEV, there are six possible
configurations as shown in Figure 1.

Figure 1: Possible configurations of BEV power train

Whereas: Electrical link Mechanical link

EM = Electric Motor, ESS = Energy Source and Storage FG

= Fixed Gear

Referring to Figure 4(a), BEV composes of electric source connected

to power converter supplying to traction unit. In this system, clutch
and gear box is used for manual gearing system to power driven wheels
through differential gear and drive shaft. If motor has wide
constant power region, Figure 4(b) is generally implemented using
fixed gearing instead of clutch and gear box. This reduces size, weight
of mechanical components and increases overall vehicle efficiency.
Figure 4(c) is the integrated mechanical component of electric motor,
fixed gearing and differential which is more compact and simpler. The
electric motor can be individually powered to each drive wheel as
shown in Figure 4(d) in order to separate control, decrease weight and
size. In-wheel motor can be considered starting from Figure 4(e). The
electric motors are connected to each wheel through a thin planetary
gear set for reducing the motor speed. The planetary gear ratio can
reduce the speed of motor effectively and allow inline configuration of
drive shaft. Figure 4(f) is a fully reduction gearing transmission power
system from electric motor to drive wheel. The in-wheel low speed
motors are applied to each driven wheel. High starting torque and
acceleration can be achieved by usage of the special out-rotor motor
characteristic in order to control wide range of speed and torque.

CONVERTER TOPOLOGY AND CONFIGURATIONS:

The converter topology for BEV normally used a non-isolated

bidirectional dc to dc converter, as shown in Fig. 2, for control the
power flow between energy source and load.

iL io

iC
SWbuck
Dboost
rC
L
rin rL
R Vo

C VC
Vin SWboost
Dbuck

Pin Pout

Figure 5: A topology for bi-directional dc to dc converter

 Among converter topologies, non-isolated half bridge is the most
suitable converter to be implemented in BEV. R. M. Schupbach et al.
was noticed that half bridge converter has high efficiency, most
compact, lowest cost and weight and simple control. These because of
the converter need only half components compared to the cascade
buck-boost, Cuk and SEPIC/Luo converter. The discontinuous output
current is the main disadvantage of the converter. The output
capacitor would be bigger than other converters.

DYNAMIC MODEL OF CONVERTER:

State space averaging method is a well-known technique for analysing

time-varying nonlinear systems or dynamic model as switch mode power
supply. This method has been employed to get the transfer function of
the converter in order to design the converter’s controllers. The state
equations can be achieved by using KVL for on and off state of the
boost converter. To achieve CCM of the converter, complementary
switching has been conducted to reduce current peak and saved active
or passive components from dangerous stress. The converter state
equations

are shown in equation (1)-(2)

(2)

Where 𝐷´ is the off state of the converter’s switch and others

parameters are the converter’s parameters according to Figure 5.
Following equation (1)-(2), all of system matrices must be achieved first,
then the equation can be arranged as Equation (3) for finding the duty
ratio to output transfer function.
 (3)

Then Equation (3) can be transformed to Equation (4) as

standardized by MATLAB transient response analysis.

(4)

Where As, Bs, Cs and Es are the combinations of matrices

or single matrix as shown in Equation (5).

𝐴𝑠 = 𝐴

{ 𝐵𝑠 = (𝐴1 − 𝐴2)𝑋 + (𝐵1 − 𝐵2)𝑈 (5)

𝐶𝑠 = 𝐶

𝐸𝑠 = (𝐶1 − 𝐶2)𝑋

By doing so, duty ratio to output voltage and inductor current can be
obtained. The duty ratio to inductor current transfer function can be
achieved by changing Cs matrix to be [1 0].

Moreover, to find the inductor current to output voltage transfer

function, the linearization of power equation between input power and
output power of the converter as shown in Figure 5 has been
introduced. This technique is used for finding the outer loop controller
design of cascade control, while the inner loop transfer function, the duty
ration to inductor current, is derived by the former method. The
linearized power equation which ignoring any losses in the switch and
diode has been declared as in equation (6).

(6)

After introducing the perturbations into any ac components, we will

receive the inductor current to output voltage transfer function as in

(7)
EXPERIMENTAL DESIGN OF CONVERTER AND CONTROLLER:

The converter has been designed and simulated for 3 phase induction
motor in traction unit rated 47 kW peak. Boost operation is used when
supplying power to the traction system while buck operation will be
availed when recapturing regenerative braking energy. As control of
dynamic behaviour of boost is more difficult to design than buck, the
controller of boost will be analysed first then buck is done afterward.
The parameters for converter design for connection to the SC and also
battery parameters, the dc bus voltage, have been shown in following
table

Bode plot of duty ratio to inductor current shows in Figure 7 that the
bandwidth is too high and need a controller to regulate the cutoff
frequency following the system requirement. In Figure 8, inductor
current to output voltage transfer function has been declared and
found the gain margin is too low, also a controller is needed to
improve per design purpose.

Figure 3 Duty cycle to inductor current transfer function

SIMULATION RESULTS AND DISCUSSION:

Large signal simulation has been conducted to verify the controllers’

performance. Step load change has been implemented to observe the
dynamic response of the converter sharing load power from the battery.
Two resistors, 4 Ω each, have been used for the simulation by stepping
the second resistor at t = 0.2 s as shown in Figure 4. The results show in
Figure 13 which described as following;

Figure 4: Simulink blocks of large signal simulation

Figure 5: Simulation result of output voltage and current

Load current is supplied by SC and battery current in which SC supplied

higher as designed.

At t = 0.2 s, load was step from 4 to 2 Ω and SC current was suddenly

injected into the power system that cause of stabilizing voltage bus at
300 V, the reference voltage.
CONCLUSION:

It represents a design of 47 kW power converter for electric vehicle

applications. The energy source is a combination of Lithium battery
(LiB) and Super capacitor (SC). These sources have been reviewed in
detail. Bi-directional dc to dc converter is utilized for managing the
power flow in both directions for each source for energizing EVs. The
dynamic behaviour of the boost converter has been analysed by state
space averaging method. Cascade PI controllers have been designed for
regulating output voltage according to the reference voltage. The
power converter output voltage and inductor current have been
simulated by using MATLAB/Simulink software. The simulation result
declared the controller performance; regulation the output voltage in
few milliseconds after load disturbance and supplied correctly the
amount of current according to the design. Moreover, the battery
supplied a small amount of power if compared with the battery alone
system that has to be supplied the whole power demanded.