IET Power Electronics - 2023 - Pesantez - Transformerless Partial Power Converter Topology For Electric Vehicle Fast Charge

Received: 28 July 2023 Revised: 2 November 2023 Accepted: 9 November 2023 IET Power Electronics
DOI: 10.1049/pel2.12613
ORIGINAL RESEARCH
Transformerless partial power converter topology for electric

vehicle fast charge
Daniel Pesantez1 Hugues Renaudineau1 Sebastian Rivera2,3

Alejandro Peralta1 Abraham Marquez Alcaide4 Samir Kouro1,4
1
Department of Electronic Engineering, Universidad Tecnica Federico Santa Maria, Valparaiso, Chile
2
Department of Electrical Sustainable Energy – DCE&S Group, Delft University of Technology, South Holland, Netherlands
3
Department of Electrical Engineering, Universidad Catolica de la Santísima Concepcion, Concepcion, Chile
4
Department of Electronic Engineering, Universidad de Sevilla, Sevilla, Spain
Correspondence Abstract
Daniel Pesantez, Department of Electronic
Engineering, Universidad Tecnica Federico Santa
Increasing the power rating of electric vehicles (EV) fast charging stations to reduce charg-
Maria, Valparaiso, Chile. ing times is considered critical to accelerate the adoption of electric vehicles. Besides
Email: [email protected] increasing the power, other drivers pushing the development of EV fast chargers include
the improvement of efficiency and reliability. Partial power converters (PPC) have emerged
Funding information
as an interesting option for some of the power converter stages in fast charging stations
SERC, Grant/Award Number:
ANID/FONDAP/1522A0006; Fondo Nacional de due to their potential to increase efficiency and power rating. However, some PPCs oper-
Desarrollo Científico y Tecnológico, Grant/Award ate as switched autotransformers by using high frequency (HF) isolation transformers but
Number: Fondecyt/1221741; AC3E, Grant/Award
without providing galvanic isolation. This is a drawback due to cost, size and losses intro-
Number: AC3E (ANID/BASAL/FB0008);
Universidad Técnica Federico Santa María, duced by the transformer. This paper presents a transformerless DC–DC Type I step-up
Grant/Award Number: Dirección de Postgrado y PPC for a DC–DC regulation converter for EV fast charging stations. The proposed con-
Programas Universidad T; Agencia Nacional de
verter replaces the transformer commonly used in Type I PPC by an impedance network,
Investigación y Desarrollo, Grant/Award Numbers:
Doctorado Nacional/2022/21221405, resulting in a more efficient, cheaper, and less complex converter option. This concept is
FONDEQUIP/EQM180215 verified through simulations and experimentally validated with a laboratory prototype.
1 INTRODUCTION particular, the industry has significantly improved EV batter-

ies’ nominal voltage, shifting from typical 400 V architectures
Electric vehicle adoption has been increasing over 40% annually to 800 V. Higher voltage batteries enable an increase in the peak
over the last five years, reaching a share of 14% of global sales efficiency for the powertrain and more importantly in the bat-
in 2022, which led to 2.1% of the worldwide car stock in 2022 tery charging process. The development of EV batteries has
[1]. This transition is accelerating mainly due to environmental gone hand in hand with the progress in battery chargers [3, 4].
concerns, reduction in EV costs, governmental incentives, and Nowadays, commercially available fast charging stations reach
improvements in battery technology (range and lifespan), which charging rates up to 600 kW per cabinet, and it is estimated
have positively impacted users’ confidence in this technol- that this charging power will continue to grow as the market
ogy [2–4]. Conversely, the uptake of electric vehicles has been matures [8].
impeded by the presence of multiple, ever-changing charging Currently, the mainstream solution for EV fast chargers is
standards and a lack of fast chargers around the world. a two-stage power conversion system (AC–DC followed by
The advancements in ion-lithium (Li-ion) battery technology DC–DC) employing fully rated power converters [3, 9–11]. For
have positioned it as the preferred choice among EV manufac- traditional 400 V battery architectures, a typical grid connection
turers, making EVs more cost-effective and practical [3–7]. In to 400 Vac would require a buck DC–DC stage to regulate the
This is an open access article under the terms of the Creative Commons Attribution-NonCommercial-NoDerivs License, which permits use and distribution in any medium, provided the
original work is properly cited, the use is non-commercial and no modifications or adaptations are made.
© 2023 The Authors. IET Power Electronics published by John Wiley & Sons Ltd on behalf of The Institution of Engineering and Technology.
IET Power Electron. 2023;1–13. wileyonlinelibrary.com/iet-pel 1

17554543, 0, Downloaded from https://ietresearch.onlinelibrary.wiley.com/doi/10.1049/pel2.12613 by Universidad De Sevilla, Wiley Online Library on [15/03/2024]. See the Terms and Conditions (https://onlinelibrary.wiley.com/terms-and-conditions) on Wiley Online Library for rules of use; OA articles are governed by the applicable Creative Commons License
2 PESANTEZ ET AL.
FIGURE 1 General Structure of an EV battery charger. (a) With low-frequency isolation. (b) With regulated high-frequency isolation. (c) With unregulated
high-frequency isolation and post-regulation.
battery charging process. In contrast newer EVs employing When the input voltage of a transformer varies, the magnetic
800 V architecture battery systems, in most cases the DC-link flux in its core changes accordingly, resulting in a variation in
will be lower than the battery voltage, requiring the DC–DC the output voltage. This voltage fluctuation leads to losses in
converter to step-up the voltage so the charging process can be the transformer’s core due to hysteresis and the induced eddy
carried out correctly. Several topologies of boost converters for currents [16]. For example, LLC resonant converters are widely
charging stations can be found in the literature [12–14]. used in various applications and especially for battery charging,
On the other hand, existing regulation requires galvanic due to their straightforward design and high efficiency achieved
isolation between the battery and the grid, which can be imple- through zero-voltage switching (ZVS) and zero-current switch-
mented either at low frequency (LF) at the grid side or at high ing (ZCS) operation. However, this efficiency drops significantly
frequency (HF) as a part of the DC-DC stage [3–5], as shown when the input and output voltages vary, causing the converter
in Figure 1. For EV chargers feeding from a common DC bus, to operate far from its resonant frequency. In order to ensure
galvanic isolation is still required between EVs, for which the maximum efficiency in the operation of the converter, the input
HF transformer in the DC–DC stages shown in Figure 1b,c and output voltages of the converter can be maintained at its
are still necessary [15]. Typical topologies include regulated optimal operation point, and an additional DC–DC without
DC-DC converters with HF isolation such as the dual active isolation regulation stage can be added to allow output volt-
bridge for configurations like in Figure 1b, and unregulated age regulation. In [17], a comparison of the overall efficiency
soft-switched resonant converters followed by a post-regulation of a two-stage full-bridge LLC converter and an HF isolation
DC–DC stage for the case shown in Figure 1c. In all these solu- converter without regulation that utilizes a post-regulation DC–
tions the DC–DC stage connects the DC bus, at the output DC converter stage is presented. This motivates the search for
of the AC–DC converter, with the battery and is responsible more efficient topologies for the regulating DC–DC converter.
of controlling the current fed to the battery according to the An interesting alternative are partial power converters (PPC),
charging profile. a family of converters that can reduce losses, size and weight,
The advantage of using a HF isolation stage without reg- and even the cost of the converter [18–21]. PPCs are charac-
ulation and using a post-regulation DC-DC converter as in terized by using topologies that process a fraction of the total
Figure 1c, is that higher efficiencies can be achieved in the iso- power, thus allowing a reduction in power losses and converter
lation transformer due to fixed input-output voltage operation. size without sacrificing functionality. Several PPCs, previously
PESANTEZ ET AL. 3
FIGURE 2 General structure of a PPC DC–DC regulation converter. (a) Type I PPC. (b) Type II PPC.
proposed to operate as the DC–DC stage of charging stations,

are detailed in [20–24].
As it can be observed in Figure 2, two interconnections’
possibilities for PPC exist namely, input-parallel output-series
(IPOS) or input-series output-parallel (ISOP), also known as
Type I and Type II PPC respectively. In these configurations, Ppc
represents the power handled by the converter, Pdir represents
the power that goes directly to the battery, and Pbat represents
the total power delivered to the battery, that is, Pbat = Ppc +
Pdir . The voltage withstood by the converter is denoted as Vpc ,
while the input and output voltage of the DC–DC regulation
stage are represented by Vin and Vo , respectively. The voltage
Vpc of Type I converters is determined by subtracting the input
voltage Vi from the output voltage Vo . Type I PPCs connect the
voltage Vpc in series with the output, making it more suitable for FIGURE 3 Partial power ratio converter of Type I and Type II PPC.
voltage step-up applications (resulting in a positive Vpc ), since
it only requires a unidirectional converter. On the other hand,
Type II PPCs localize the voltage Vpc at the input, leading to a ers is clearly shown, since for a step-up operation they require
change in Vpc polarity. In this case, these converters are better to process than Type II converters. Then, if the converter oper-
for step-down processing with a unidirectional converter. Please ating in boost mode, the advantages of Type I over Type II
note that, it is also possible to implement step-down Type I or converters can be explained as follows. As displayed in Figure 3,
step-up Type II PPCs; however, the need for bidirectional con- Type II converters gradually increase the power they handle to
verters diminishes their appeal for such applications. In order the point of no longer operating as PPC. In contrast, Type I
to evaluate the level of partiality of Type I and Type II convert- PPCs do not face operating limits, because they keep operat-
ers, a partial power ratio Kpr is defined [18]. This ratio quantifies ing in partial power mode despite increasing the converter gain.
the amount of power that is processed directly by the converter Furthermore, Type I PPCs in boost mode process a lower frac-
in relation to its voltage gain Gv (further details of this ratio are tion of the power delivered to the battery compared to Type II
provided later in Section 2.3). A comparison of the partial power PPCs [19, 25].
ratio variation is presented in Figure 3. Assuming a voltage gain However, conventional PPC configurations are characterized
Gv within the range 0–2 both types of PPC are compared, since by including a HF transformer in their topology [21, 25]. How-
this is the typical gain of converters used in EV charging appli- ever, the HF transformer does not provide galvanic isolation to
cations for either 400 and 800-V architectures. Please note that the system since the PPCs have a bypass connection between
in both cases an input of 450 V is employed. Figure 3 illustrates the primary and secondary of the transformer. This connec-
that for 400-V systems, such as those employed in Tesla models, tion allows part of the power to pass directly without being
the voltage converters must perform a reduction of the volt- handled by the converter, but disables the isolation, hence the
age. For step-down operations, Type II converters are favoured autotransformer nature of such PPCs. In order to meet the iso-
because they can function as partial converters over a wider lation requirements, a low-frequency transformer is usually used
range, and the amount of power they manage is less than that as in Figure 1a, or alternatively the PPC can be used as a post-
of Type I converters. However, for 800-V architectures found in regulator DC–DC converter as in Figure 1c. The transformer
newer models such as the Porsche Taycan or Lucid Air models, is there to provide a functional task, which is to inject a series
step-up operation is required from the same input. Hence, for voltage at the output (Vo = Vin + Vpc for Type I PPC), or at the
this mode of operation, a better performance of Type I convert- input (Vin = Vo + Vpc for Type II PPC). The transformer does
4 PESANTEZ ET AL.
provide an extra degree of freedom in terms of turn-ratio design

(n1 :n2 ) that along with the phase-shift operation of the converter
can give more flexibility to the input/output voltage gain. How-
ever, it comes at expense of extra losses, size and cost, without
benefits of galvanic isolation. According to [26–28], by compar-
ing isolated and non-isolated DC-DC converters that feature the
same number of semiconductors, transformerless options can
lead to a cost reduction between 51% and 57%.
In this article, a new transformerless step-up Type I PPC
topology for 800 V battery chargers is presented. The HF
transformer is replaced by an impedance network. This change
makes the proposed converter lose the extra degree of freedom
by not being able to design the turns ratio of the transformer.
However, the phase shift of the converter generates a duty
cycle through a phase-shift modulation (PSM), which is suffi-
cient to regulate the battery charging process. Furthermore, the
elimination of the transformer increases efficiency and power
density, while reducing cost. The contribution also includes FIGURE 4 Step-up PPC Type I topologies. (a) Full-bridge topology with
the switching states analysis, non-linear dynamic model of the transformer. (b) Proposed transformerless full-bridge.
converter, the transfer function derivation, efficiency analysis,
partial power analysis, and the modulation and control of the
system. Simulation and experimental tests are presented to val- tors, the voltage across capacitors C1 or C2 is connected in series
idate the operation principle of the converter as a DC–DC with the input voltage and the inductive output filter L. PSM has
regulation stage of an EV fast charging station. been employed to generate the switching states. This technique
The remainder of this article is structured as follows. introduces a phase shift α between the voltages generated by the
Section 2 introduces the proposed converter, describing its legs of the full-bridge in order to regulate the voltage rectified
topology, the principle of operation and the control scheme. by the output diode bridge. This phase shift varies within the
Section 3 shows the simulation results and an efficiency analysis range 0–0.5 corresponding to a displacement from 0◦ to 180◦ .
of the converter. Section 4 provides the experimental vali- Depending on the output requirements, the switching signals of
dation obtained in a laboratory prototype. Finally, Section 5 Sa and Sc are phase shifted accordingly. Then, since signals Sb and
summarizes the conclusions of this work. Sd are the binary complement of Sa and Sc respectively, exhibit
the same phase delay.
The two topologies in Figure 4 use the output inductor L
2 PROPOSED PPC CONVERTER to control both the output voltage and current, allowing the
converter to perform the charging process according to the
2.1 Topology description charging profile imposed by the battery management system
(BMS).
This work proposes a new transformerless Type I DC–DC The steady-state waveforms of the converter are shown in
PPC designed to operate as the regulation DC–DC converter Figure 5a,b show the gating signals of semiconductors Sa and Sc .
of a battery fast charging station. A conventional Type I PPC is Additionally the theoretical waveforms of the most important
presented in Figure 4a. It uses a full bridge connected via a HF components of the proposed converter are displayed through-
transformer to the output rectifier bridge [29, 30]. Note that this out a switching cycle. Figure 5c presents the drain to source
HF transformer does not provide galvanic isolation because voltage of the switch Sa over the course of an operation cycle.
there is an electrical connection between the primary and sec- Then, Figure 5d,e shows the voltages in the capacitors of the
ondary windings. This motivates the proposed converter shown impedance network. Please note that in steady state these capac-
in Figure 4b, where the transformer has been replaced by an itors are charged to a voltage level equal to the input, as it will be
impedance network, this network is composed of an arrange- explained in Section 2.2. The behaviour of these components in
ment of two capacitors and an inductor in order to avoid a switching cycle is demonstrated. In state I, the capacitor C1
the HF transformer losses, extra size and cost. Considering is connected in series with the input, which in turn results in a
Figure 2a, it can be seen that the proposed converter configura- fraction of the input current circulating in the direction of its
tion corresponds to a series-connected Type I PPC. The input voltage as displayed in Figure 5, hence leading to its discharge.
voltage Vin is connected in series to the partial voltage Vpc on On the other hand, the capacitor C2 is connected in parallel
the output of the secondary side of the converter. with the input voltage, and its voltage increases in this state.
The proposed converter considers the full-bridge configu- Next, during state II, both capacitors are connected in parallel,
ration at the input and a diode-bridge in series to the output, and this arrangement is also connected in series with the input.
producing a series voltage between the input DC-link and the Since the input current is divided through these capacitors, dur-
battery. Depending on the switching state of the semiconduc- ing this state both capacitors reduce their voltages. Later on,
PESANTEZ ET AL. 5
interval. Then, the generation of states II and IV result in a zero-

voltage applied to L1 and thus its current will be kept constant.
Then, during state III, the voltage applied is the negative of the
input voltage Vin , making its current to decrease accordingly.
Following that, Figure 5h displays the current flowing through
the MOSFET Sa .It can be seen that it is conducting in both
states in which its gate signal is on. MOSFETs must be able
to handle a current that is larger than the output current of the
converter, which is determined by the alpha displacement factor.
Please note that the other MOSFETs drive a similar current with
the corresponding phase shift according to the operation of a
voltage-fed full bridge. Now, the current driven by the diodes of
the system is represented in Figure 5i, which displays the current
through the diode Da . The operation of the converter will lead
to the output current converter measured at the output inductor
L, presented in Figure 5j. An important detail to consider is that,
despite the similarity with conventional PPCs, the output signals
do not have twice the switching frequency. Finally, Figure 5k
shows the input voltage and output voltage of the converter,
where the boost property of the converter can be observed.
2.2 Operation principle

The proposed converter has four switching states obtained by
the switching signals in the active bridge, as shown in Figure 6.
In state I, corresponding to Figure 6a, the capacitor C1 is
connected in series with the input voltage and the voltage in
the inductor L to the output. For switching state II shown in
Figure 6b, the two capacitors C1 and C2 are connected in paral-
lel and, at the same time, this arrangement is connected in series
with the input voltage and output inductor voltage to the out-
put. In state III, capacitor C2 is connected in series with the
input voltage and the voltage in the inductor L to and the out-
put, as displayed in Figure 6c. Finally, in state IV depicted in
Figure 6d, the capacitors of the impedance network are con-
nected in parallel with the input of the converter, making the
voltage Vpc equal to zero. Note that the switching states con-
necting the capacitors of the impedance network in series with
the input voltage of the converter define the step-up nature of
the converter.
The state variables equations can be obtained for each switch-
ing state and equivalent circuit of the converter, according to
Figures 5 and 6. Considering T as the switching period, yields:
FIGURE 5 Steady-state operation waveforms. (a) Sa switching signal. (b)
Sc switching signal. (c) Sa switching voltage. (d) C1 capacitor voltage. (e) C2
capacitor voltage. (f) L1 inductor voltage. (g) L1 inductor current. (h) Sa 2.2.1 Switching state I: (Sa , Sc ) = (1, 0), state
MOSFET current. (i) Da diode current. (j) Output converter current. (k) Input duration (0.5 − α)T
and output converter voltages.
d i1
L1 = Vin
dt
when state III is generated, the capacitor C1 is charged while the
V c2 = Vin
capacitor C2 is discharged, which is the opposite operation of
the aforementioned state I. Finally, state IV connects the input dV c1
C1 = −iL (1)
source and both capacitors in parallel, resulting in both increas- dt
ing their voltage. Conversely, Figure 5f,g shows the voltage and di
current in the impedance network inductor L1 respectively. It L L = Vin + V c1 − Vo
dt
is observed that for state I, the voltage applied is the same as dVo
Co = −iL − io
the input voltage Vin , making its current to increase during this dt
6 PESANTEZ ET AL.
FIGURE 6 Switching states of the converter. (a) State I (Sa , Sc ) = (1, 0). (b) State II (Sa , Sc ) = (1, 1). (c) State III (Sa , Sc ) = (0, 1). (d) State IV (Sa , Sc ) = (0, 0).
2.2.2 Switching state II: (Sa , Sc ) = (1, 1), state 2.2.4 Switching state IV: (Sa , Sc ) = (0, 0), state
duration αT duration αT
d i1 d i1
L1 =0 L1 =0
dt dt
V c1 = V c 2 V c1 = Vin
dV c1 dV c2 V c2 = Vin
C1 + C2 = −iL (2) (4)
dt dt
d iL
di L = Vin − Vo
L L = Vin + V c1 − Vo dt
dt
dV
dVo Co o = iL − io
Co = iL − io dt
dt
The state–space representation of the system turns out to be
non-linear and discontinuous, making its analysis complex. In
2.2.3 Switching state III: (Sa , Sc ) = (0, 1), state order to simplify the analysis of the system, state-space averag-
duration (0.5 − α)T ing is used. This basic approximation allows removing the HF
d i1 switching ripple by averaging over one switching period. For
L1 = −Vin this purpose, a reduced-order dynamic average model is con-
dt
sidered. The average value is calculated over a switching period,
V c1 = Vin according to:
dV c2 t +T
C2 = −iL (3) 1
dt x̄ = x (𝜏 ) ⋅ d 𝜏 (5)
di T ∫t
L L = Vin + V c2 − Vo
dt
where x¯(t) is the average of x(t) over a switching period T.
dV
Co o = iL − io According to the state-space equations from (1) to (4), the state-
dt space large-signal average equation for the output inductor can
PESANTEZ ET AL. 7
2 100
Type I
1.9 80 Type II
1.8 60
1.7 40
1.6 20
1.5
0 0.1 0.2 0.3 0.4 0.5 1.5 1.6 1.7 1.8 1.9 2
Gv
FIGURE 7 Gain of the proposed converter as a function of the phase
FIGURE 8 Partial power operation range for Type I and Type II partial
shift α.
power converters.
be derived as:
between the power handled by the PPC in relation to the input
d ī ( )
L L = (0.5 − 𝛼 ) V̄ o − V̄C 1 − Vin power of the whole DC–DC stage:
dt
( ) ( ) | |
+ 𝛼 V̄ o − V̄C 1 − Vin + (0.5 − 𝛼 ) V̄ o − V̄C 2 − Vin |Ppc |
( ) K pr = | | (11)
+ 𝛼 V̄ o − V̄C 1 (6) Pin
In addition, the converter voltage gain Gv can be defined as

The output capacitor state-space average equation is: the ratio between the output and input voltage:
d V̄ o
Co = īL − īo (7) Gv =
Vo
(12)
dt Vin
For simplification purposes, the following hypothesis is
For a Type I PPC, considering ideal components, the partial
considered:
power ratio is given by [18, 21]:
V̄ C 1 = V̄ C 2 = Vin. (8) 1
K pr = 1 − (13)
Gv
Rewriting (6) results in:
On the other hand, the ideal partial power ratio for a Type II
d ī ( ) ( ) PPC is given by [18, 21]:
L L = (𝛼 ) V̄ o − Vin + V̄ o − 2Vin (1 − 𝛼 ) (9)
dt
K pr = Gv − 1 (14)
Considering the system in steady-state operation, that is,
d īL
= 0, the input-to-output transfer function of the system is The partial power ratio Kpr varies depending on the voltage
dt
obtained, as follows: gain Gv of the converter, as shown in Figure 8. This value shows
the proportion of power handled by the converter; the remain-
V̄ o ing fraction is directly supplied to the battery. Figure 8 shows
= 2−𝛼 (10)
Vin the particular case for the converter proposed in this article; the
maximum gain value of the converter corresponds to Gv = 2, a
From (10) it is clear that the converter is capable of boost- value for which the partial power ratio reaches 50%, for Type I
ing the voltage between a factor of 1.5 and 2 depending on the PPC, for the minimum gain value of the converter, Gv = 1.5 the
phase shift α. The converter gain as a function of the phase shift partial power ratio reaches 33%. Hence, the proposed converter
α is shown in Figure 7. is capable of feeding the load with full power, while processing
only a fraction of it. Several PPC applications have operating
points at which the level of the bias ratio is in similar ranges [21,
2.3 Partial power converter analysis 31–33]. Figure 8 also shows the behaviour of a Type II PPC in
the same operating range. It can be seen that within the entire
In order to analyze the partiality of the proposed converter, operating range the partial power ratio for a Type II PPC is
the partial power ratio Kpr , can be defined as the ratio higher than for a Type I PPC, that is, the power that the Type II
8 PESANTEZ ET AL.
TABLE 1 Simulation parameters.
Parameter Value
Converter nominal power 160 kW

Input voltage 400 V
Nominal output current 200 A
Output inductor L 180 µH
Impedance network inductor L1 250 µH
Impedance network capacitors C1,2 200 µF
FIGURE 9 Constant current/constant voltage control scheme. Switching frequency 20 kHz
Battery capacity 60 kWh
converter will handle is higher, so choosing a Type I converter

is better suited for this application.
2.4 Control scheme
A conventional cascaded control scheme is used to regulate the

charging process of the battery, as shown in Figure 9. The exter-
nal PI controller is responsible for regulating the output voltage
of the converter, while the internal PI controller is used to reg-
ulate the output current. The cascade control scheme can be
bypassed to a single output current control loop to implement
the constant current/constant voltage (CC–CV) charging algo-
rithm [34]. During the first stage of the charging process, the
reference for the internal current controller is set to a constant
value indicated by the BMS, so that the charging station can
operate at battery nominal current, hence no external voltage
control loop is needed and is therefore bypassed. As soon as the
battery voltage reaches a value predetermined by the BMS (usu-
ally a value associated with a range between 80% and 90% of the
state-of-charge of the battery), the current reference changes,
from the constant value to the output of the voltage controller,
for which the outer control loop is engaged. During this stage
of the charging process, the battery itself determines how much
current is required to complete the charge without incurring in
damaging over-voltages.
Regardless of the operating mode, the output of the current FIGURE 10 Battery charging process with the proposed converter. (a)
controller corresponds to the phase shift α, the same one that, Battery current. (b) Battery voltage.
through a PSM, generates the gating signals for the semicon-
ductors of the proposed converter. The transfer functions used
to design the PI controllers are obtained through a linearization A simulation over a whole battery charging cycle is shown in
of the non-linear model given by (10) and (11). This analysis is Figure 10. It can be seen that the behaviour of the converter
presented in Appendix A. follows the CC-CV charging algorithm. Figure 10a shows the
current injected into the battery during the first five minutes
when the charging station is in CC mode. When the battery
3 SIMULATION RESULTS reaches 80% of its state-of-charge, the BMS changes the current
reference so that it is now set by the voltage controller. It can
3.1 Charging process be seen that the CC follows the nominal current of the charger
until around 6.5 min, the instant in which the current injected
To further analyze the proposed configuration, a simulation has into the battery begins to reduce gradually. The charging pro-
been implemented using PLECS software. The battery has been cess continues in a controlled manner until the battery reaches
modelled using an RC Li-ion model [35]. The parameters of the its maximum charge value indicated by the voltage reference of
components used in the simulation are shown in Table 1. the external CV controller, as shown in Figure 10b.
PESANTEZ ET AL. 9
1 TABLE 2 Experimental parameters.
Parameter Value
0.98
Input voltage Vin 150 V
0.96 Output voltage Vo 300 V

Output current I 4A
0.94 Output current II (charger mode) 3A
Output inductor L 1 mH
0.92
Impedance network inductor L1 0.625 mH
Impedance network capacitors C1 10 µF
0.9
2 4 6 8 10 Impedance network capacitors C2 10 µF
Power [kW] Switching frequency fsw 10 kHz
FIGURE 11 Simulated efficiency of proposed converter. Battery capacity 10 Wh

MOSFETs C3M0025065D
Diodes GD2X20MPS12D
3.2 Efficiency analysis
To carry out the efficiency analysis of the converter, the ther-

mal modelling tool of PLECS was used for the C3M0025065D inductor, the GD2X20MPS12D diodes were used. The dead
MOSFET and the GD2X20MPS12D diode. Usually, fast time of the H-bridge circuit was considered in the hardware
charging stations, in order to achieve a higher power rating, when designing the control boards for the semiconductor
implement the DC–DC converter as an interleaved connection gating signals. The parameters used for the experimental results
of several modules rated somewhere between 10 and 30 kW. are listed in Table 2.
In this simulation a 10 kW rated converter modules has been As input of the converter, emulating the DC-link that is
considered for the efficiency analysis. The study was carried out generated by the AC–DC rectifier of the charging station, the
considering an operating power range between 1 and 10 kW for Chroma 62020H-150S programmable supply has been used. To
a 800 V nominal output voltage battery, obtaining the results emulate the EV battery a Chroma 62060-D bidirectional power
shown in Figure 11. As with other DC–DC converters, the supply has been used as load connected to the output terminals
proposed topology can be implemented in an interleaved con- of the proposed converter. It has been configured to the bat-
nection mode across multiple modules to reach higher power tery voltage, capacity, and initial state-of-charge. The control of
levels. This approach not only enhances power quality and the converter is implemented using the dSpace MicroLabBox
reduces inductor sizes but also facilitates scalability to achieve platform.
battery chargers with higher power ratings. The interleaved Figure 13 shows the validation of the transfer function of the
connection can also further increase efficiency. system derived in (10), compared to the same curve obtained
The estimated efficiency of the proposed converter is quite experimentally. A maximum error of 2% has been achieved
flat over the tested power range, particularly from half to rated between the experimental and theoretical results throughout the
power, and goes from a minimum 97% achieved at low capac- range of the phase shift α, validating the analytical derivation of
ity to a peak efficiency of 97.7% when operating at the highest the model of the converter.
power level. The efficiency of the converter is determined when The main waveforms of the converter are preliminary vali-
it is running with a gain of Gv = 2, as discussed in earlier sec- dated using a purely resistive load (R = 100 Ω) connected to the
tions. This gain results in the converter operating at a 50% of output terminals. This test was carried out in open-loop, and no
partiality. The flat efficiency curve of the proposed converter phase shift is imposed between the primary bridge legs (α = 0).
makes it very attractive, since usually only high peak efficiencies This results in an output voltage equal to the double the input
are achieved for a narrow operating range in conventional charg- voltage. This can be appreciated in Figure 14a where results for
ing stations. This can have an important impact over the global an input voltage value of 150 V are shown, including: channel 1
efficiency over the whole charging process, since usually peak (yellow) corresponds to the output voltage of the converter at
efficiencies are only achieved through brief periods of time. twice the input voltage (300 V); Channel 2 (green) shows the C1
capacitor voltage, and it can be seen that this voltage is always
equal to the input voltage; Channels 3 (blue) and 4 (red) display
4 EXPERIMENTAL RESULTS the input and output current measurements respectively. Since
it is a boost converter, the output current is lower than the input
A reduced-scale laboratory prototype based on silicon car- current. For this case, the value of the output current of 3 A is
bide (SiC) MOSFETs has been built to validate the proposed determined by the resistive load used for the test.
converter. Figure 12 shows the laboratory prototype. For the Channel 1 (yellow) of Figure 14b shows the output voltage
active H-bridge, the SiC G3R40MT12D MOSFET was used, of the converter again, while channel 3 (blue) shows the voltage
while for the passive rectifier that is connected to the output across switch Sb ; the maximum voltage that the semiconductors
10 PESANTEZ ET AL.
FIGURE 12 Experimental setup.
10
2.0 Theroretical
Experimental 8
1.9
1.8 6
1.7 4
1.6
2
1.5
0
0 0.1 0.2 0.3 0.4 0.5
FIGURE 13 Transfer function experimental validation.
withstand during switching, unlike a traditional boost converter,

is equal to the input voltage (it switches between 0 and 150 V).
This feature allows sizing the MOSFETs with nominal val-
ues lower than the output voltage. Finally, channel 2 (green)
shows the impedance network inductor voltage VL1 , switching
between −150 and 150 V as expected.
In addition, a closed-loop battery charging process was
tested, using the Chroma 62060-D bidirectional power sup-
ply to emulate the battery. The control profile is programmed
in the local CPU and interfaced with the converter through a
dSpace MicroLabBox. The results of the test are displayed in
Figure 15, which provides a visual representation of the current
and voltage profiles in steady-state operation. In order to speed
up an entire charge cycle, the battery is simulated with a reduced
capacity, as shown in Table 2.
The battery emulator used in this test was programmed to
operate at 300 V with an initial state-of-charge of 60%. This
produced an initial voltage of 264 V. The behaviour of the con-
verter during steady-state was captured in a reduced timescale.
Channel 1 (yellow) shows the battery voltage, charged with
constant current of 3 A, which is shown in channel 4 (red).
Channel 2 (green) shows the voltage in capacitor C1 ; regardless FIGURE 14 Experimental results with resistive load and α = 0.5. (a)
of the state-of-charge of the battery voltage, the capacitor volt- Ch1: Output voltage Vo , Ch2: Capacitor voltage VC1 , Ch3: Output current iL ,
age always equals the input voltage, keeping its value at 150 V. Ch4: Input current iin . (b) Ch1: Output voltage Vo , Ch2: Impedance network
inductor voltage VL1 , Ch3: switch Sb drain-source voltage.
Channel 3 (blue) shows the voltage across switch Sb . In the same
way, as for the test carried out with resistive load, the voltage in
the semiconductors varies between 0 and 150 V.
PESANTEZ ET AL. 11
100
98
96
94
92
90
0 0.5 1 1.5
Power [kW]
(a)
FIGURE 15 Experimental results during battery charging cycle. Ch1:

Output voltage Vo , Ch2: Impedance network capacitor voltage VC1 , Ch3:
switch Sb voltage, Ch4: Output current iL .
4.1 Experimental efficiency analysis

An experimental efficiency examination of the converter was
conducted using the Yokogawa Precision Power Analyzer
WTE3000E with the same parameters of the components listed
in Table 2.
The results obtained in the efficiency analysis are shown in
(b)
Figure 16, as well as a screenshot that indicates the measured
input and output active powers, voltages, currents, and global FIGURE 16 Experimental efficiency measurement of the proposed
efficiency of the proposed PPC. The power range that was converter. (b) Measured input and output powers, voltages, currents, and global
studied exhibits the same features as the efficiency curve that efficiency of the proposed PPC.
was obtained from the simulation. The prototype constructed
with a modular characteristic achieved a maximum efficiency of
95.35%, the modular characteristic with which the experimental The validity of the proposed converter was verified through
prototype was built influences the slight difference between the simulation and experimental results. The experimental compar-
results of Figures 11 and 16. ison with the model showed a maximum error of 2%. In a
simulation analysis, it was possible to estimate the efficiency of
the converter operating within a range typical for a charging sta-
5 CONCLUSION tion power module. The peak efficiency achieved of 97.7% for
nominal power of 10 kW is practically flat all over the operating
Here, a new step-up transformerless PPC Type I topology range, enabling a high efficiency charging process, and an exper-
is presented to be used as DC–DC regulation converter for imental efficiency analysis, with a peak laboratory efficiency of
EV fast charging stations, aimed at 800-V battery powertrains. 95.35%.
The operating principle and mathematical model of the con- The operating principle, waveforms, and converter gain were
verter have been derived and validated through simulation and experimentally validated through a reduced-scale laboratory
experimental results. prototype, including an emulated battery charging process.
The topology has been derived from a typical PPC Type I, by The proposed converter is an attractive transformerless PPC
replacing the HF transformer by an impedance network capable alternative for the DC–DC regulation stage for EV fast charging
of connecting voltages in series to the input voltage to boost the stations.
output voltage with a nominal gain of 2.
The advantage of the proposed converter over traditional AUTHOR CONTRIBUTIONS
boost converters lies in the fact that the voltage blocked by the Hugues Renaudineau: Conceptualization; formal analysis;
semiconductors and the passive components of the circuit is investigation; methodology; supervision; validation; writing—
equal to the input voltage, which allows them to be sized with review and editing. Sebastian Rivera: Formal analysis; inves-
lower nominal values, making this a cost-effective solution. tigation; methodology; supervision; validation; writing—review
12 PESANTEZ ET AL.
and editing. Alejandro Peralta: Data curation; methodology; 11. Shi, R., Semsar, S., Lehn, P.W.: Constant current fast charging of elec-
resources; software. Abraham Marquez Alcaide: Supervision; tric vehicles via a dc grid using a dual-inverter drive. IEEE Trans. Ind.
Electron. 64(9), 6940–6949 (2017)
validation; visualization; writing—review and editing. Samir
12. Oulad-Abbou, D., Doubabi, S., Rachid, A., Garcia-Trivino, P., Fernandez-
Kouro: Conceptualization; funding acquisition; investigation; Ramirez, L.M., Carlos, F.R., Garcia-Vazquez, A., Sarrias-Mena, R.:
project administration; supervision; validation; visualization; Combined control of MPPT, output voltage regulation and capacitors volt-
writing—review and editing. age balance for three-level DC/DC boost converter in PV- EV charging
stations. In: SPEEDAM 2018 - Proceedings: International Symposium
on Power Electronics, Electrical Drives, Automation and Motion. Amalfi,
ACKNOWLEDGEMENTS Italy, pp. 372–376 (2018)
The authors gratefully acknowledge the financial support 13. Safaeinasab, A., Gohari, H.S., Abbaszadeh, K.: Design and control of a
by ANID-Fondecyt 1221741, AC3E (ANID/BASAL/ novel multi-port bidirectional buck-boost converter suitable for hybrid
FB0008), SERC (ANID/FONDAP/1522A0006), ANID/ electric vehicle charging stations. In: 2022 30th International Conference
FONDEQUIP/EQM180215, ANID-Subdirección de Capital on Electrical Engineering, ICEE 2022. Tehran, Iran, pp. 1027–1032 (2022)
14. Ma, J., Deng, Y., Wen, S., Zhu, M.: Multimode operation of buck–boost
Humano/ Doctorado Nacional/2022/21221405, Dirección de converter for building block of DC fast charging station. In: Confer-
Postgrado y Programas Universidad Técnica Federico Santa ence Record—IAS Annual Meeting (IEEE Industry Applications Society),
María. pp. 1–6. Detroit, MI, USA (2022)
15. Soeiro, T., Friedli, T., Kolar, J.W.: Three-phase high power factor mains
interface concepts for electric vehicle battery charging systems. In: Con-
CONFLICT OF INTEREST STATEMENT
ference Proceedings—IEEE Applied Power Electronics Conference and
The authors declare no conflicts of interest. Exposition APEC, pp. 2603–2610. Orlando, FL, USA (2012)
16. Erickson, R.W., Maksimovic, D.: Fundamentals of Power Electronics, 2nd
DATA AVAILABILITY STATEMENT ed., pp. 501–524. Springer, Berlin (2012)
Data available on request from the authors 17. Zanatta, N., Caldognetto, T., Biadene, D., Spiazzi, G., Mattavelli, P.: Analy-
sis and design of a partial-power post-regulator-based dc/dc converter for
automotive applications. In: 2022 IEEE 13th International Symposium on
ORCID Power Electronics for Distributed Generation Systems (PEDG), pp. 1–6.
Daniel Pesantez https://orcid.org/0009-0008-3363-0734 Kiel, Germany (2022)
Hugues Renaudineau https://orcid.org/0000-0002-3492-4979 18. Zapata, J.: Partial power DC–DC converters for two stage photovoltaic
energy conversion systems. Ph.D. Dissertation, Universidad Tecnica
Sebastian Rivera https://orcid.org/0000-0002-7991-2234
Federico Santa Maria (2018)
Alejandro Peralta https://orcid.org/0009-0007-0218-4164 19. Anzola, J., Aizpuru, I., Romero, A.A., Loiti, A.A., Lopez-Erauskin, R.,
Abraham Marquez Alcaide https://orcid.org/0000-0003-1647- Artal-Sevil, J.S., Bernal, C.: Review of architectures based on partial power
7527 processing for DC–DC applications. IEEE Access 8, 103405–103418
Samir Kouro https://orcid.org/0000-0002-1690-4624 (2020)
20. Rivera, S., Pesantez, D., Kouro, S., Lehn, P.W.: Pseudo-partial-power con-
verter without high frequency transformer for electric vehicle fast charging
REFERENCES stations. In: 2018 IEEE Energy Conversion Congress and Exposition,
1. IEA: Global EV outlook 2023 https://www.iea.org/reports/global-ev- ECCE 2018, pp. 1208–1213. Portland, OR, USA (2018)
outlook-2023 (2023). Accessed 15 May 2023 21. Rivera, S., Rojas, J., Kouro, S., Lehn, P.W., Lizana, R., Renaudineau, H.,
2. Jung, C.: Power up with 800-V systems. IEEE Electrif. Mag. 5(1), 53–58 Dragicevic, T.: Partial-power converter topology of type II for efficient
(2017) electric vehicle fast charging. IEEE J. Emerging Sel. Top. Power Electron.
3. Rivera, S., Kouro, S., Vazquez, S., Goetz, S.M., Lizana, R., Romero-Cadaval, 10(6), 7839–7848 (2022)
E.: Electric vehicle charging infrastructure: from grid to battery. IEEE Ind. 22. Iyer, V.M., Gulur, S., Gohil, G., Bhattacharya, S.: An approach towards
Electron. Mag. 15(2), 37–51 (2021) extreme fast charging station power delivery for electric vehicles with
4. Rivera, S., Goetz, S.M., Kouro, S., Lehn, P.W., Pathmanathan, M., Bauer, partial power processing. IEEE Trans. Ind. Electron. 67(10), 8076–8087
P., Mastromauro, R.A.: Charging infrastructure and grid integration for (2020)
electromobility. Proc. IEEE 111(4), 371–396 (2022) 23. Anzola, J., Aizpuru, I., Arruti, A.: Non-isolated partial power converter for
5. Wang, L., Qin, Z., Slangen, T., Bauer, P., van Wijk, T.: Grid impact of elec- electric vehicle fast charging stations. In: 2020 IEEE 11th International
tric vehicle fast charging stations: Trends, standards, issues and mitigation Symposium on Power Electronics for Distributed Generation Systems,
measures an overview. IEEE Open J. Power Electron. 2, 56–74 (2021) PEDG 2020, pp. 18–22. Dubrovnik, Croatia (2020)
6. Cano, Z.P., Banham, D., Ye, S., Hintennach, A., Lu, J., Fowler, M., Chen, Z.: 24. Rivera, S., Flores-Bahamonde, F., Renaudineau, H., Dragicevic, T., Kouro,
Batteries and fuel cells for emerging electric vehicle markets. Nat. Energy S.: A buck-boost series partial power converter using a three-port structure
3(4), 279–289 (2018) for electric vehicle charging stations. In: 2021 IEEE 12th Energy Con-
7. Scott, M.: Ever-cheaper batteries bring cost of electric cars closer to gas version Congress and Exposition—Asia (ECCE-Asia), pp. 1749–1754.
guzzlers. https://www.forbes.com/sites/mikescott/2020/12/18/ever- Singapore, Singapore (2021)
cheaper-batteries-bring-cost-of-electric-cars-closer-to-gas-guzzlers/ 25. Zientarski, J.R.R., Da Silva Martins, M.L., Pinheiro, J.R., Hey, H.L.: Series-
?sh=7439281b73c1 (2020). Accessed 1 July 2023 connected partial-power converters applied to PV systems: A design
8. Srdic, S., Lukic, S.: Toward extreme fast charging: challenges and opportu- approach based on step-up/down voltage regulation range. IEEE Trans.
nities in directly connecting to medium-voltage line. IEEE Electrif. Mag. Power Electron. 33(9), 7622–7633 (2018)
7(1), 22–31 (2019) 26. Agheb, E., Høidalen, H.K.: Medium frequency high power transformers,
9. Tu, H., Feng, H., Srdic, S., Lukic, S.: Extreme fast charging of electric vehi- state of art and challenges. In: 2012 International Conference on Renew-
cles: A technology overview. IEEE Trans. Transp. Electrif. 5(4), 861–878 able Energy Research and Applications (ICRERA), pp. 1–6. Nagasaki,
(2019) Japan (2012)
10. Singh, B., Kushwaha, R.: A pfc based ev battery charger using a bridgeless 27. Barrios, E.L., Urtasun, A., Ursúa, A., Marroyo, L., Sanchis, P.: High-
isolated sepic converter. IEEE Trans. Ind. Appl. 56(1), 477–487 (2020) frequency power transformers with foil windings: Maximum interleaving
PESANTEZ ET AL. 13
and optimal design. IEEE Trans. Power Electron. 30(10), 5712–5723 [16]. Consequently, the design of controllers is made easier, and
(2015) the system is made more resilient to noise or disturbances. It is
28. Zhou, L., Jahnes, M., Eull, M., Wang, W., Preindl, M.: Control design
worth noting that there are a variety of linearization techniques
of a 99efficiency transformerless EV charger providing standardized grid
services. IEEE Trans. Power Electron. 37(4), 4022–4038 (2022) that are also effective for this purpose. A small disturbance xˆ(t)
29. Song, H., Xu, R., Gao, S., Wang, Y., Xu, D.: A high-frequency dual active is added to the input signals Vin and α, expecting that the other
bridge converter with partial power processing. In: PEAC 2022 - 2022 variables also present a small variation. Obtaining mainly the
IEEE International Power Electronics and Application Conference and following equations:
Exposition, Proceedings, pp. 258–263. Guangzhou, Guangdong, China
(2022)
30. Beckmann, C.S., Rojas, C.A., Renaudineau, H., Kouro, S., Young, H., V̄ in (t ) = Vin + v̂in (t )
Opazo, R., Rivera, S.: Comparison of modulation strategies for a 𝛼 (t ) = A + 𝛼̂ (t )
dual active bridge partial power DC–DC converter in EV powertrains. (A.1)
In: IECON Proceedings (Industrial Electronics Conference), pp. 3–8. īL (t ) = Iin + îL (t )
Brussels, Belgium (2022)
V̄ o (t ) = Vo + v̂o (t )
31. Renaudineau, H., Pesantez, D., Muller, N., Flores-Bahamonde, F., Kouro,
S., Rodriguez, J.: Reconfigurable step-up/down partial power converter for
PV power optimizer. In: 2022 IEEE Energy Conversion Congress and Considering that the disturbances are very small compared to
Exposition (ECCE), pp. 1–6. Detroit, MI, USA (2022) ̂ )| ≪ |A|, |îL (t )| ≪
the signals, that is, |̂vin (t )| ≪ |Vin |, |𝛼(t
32. Guo, B., Zhang, X., Zhang, Z., Ma, H., Jin, X., Wang, Y.: Design of a 300 |iL |and |̂vo (t )| ≪ |Vo|, equation (9) and (7) can be written as
kW partial power processing based dc-dc converter for electric vehicles
extreme fast charging stations. In: 2022 IEEE International Power Elec-
follows:
tronics and Application Conference and Exposition (PEAC), pp. 423–428. d îL (t ) ( )
Guangzhou, Guangdong, China (2022) L = (A + 𝛼̂ (t )) Vo + v̂o (t ) − (Vin + v̂in (t ) )
33. Anzola, J., Artal-Sevil, J.S., Aizpuru, I., Arruti, A., Lopez, R., Alacano, A., dt
( )( )
Bernal-Ruiz, C.: Resonant dual active bridge partial power converter for
+ A′ + 𝛼̂ (t ) Vo + v̂o (t ) − 2(Vin + v̂in (t ) )
electric vehicle fast charging stations. In: 2021 IEEE Vehicle Power and
Propulsion Conference (VPPC), pp. 1–6. Gijon, Spain (2021)
(A.2)
34. Shen, W., Vo, T.T., Kapoor, A.: Charging algorithms of lithium-ion batter-
ies: An overview. In: 2012 7th IEEE Conference on Industrial Electronics
and Applications (ICIEA), pp. 1567–1572. Singapore, Singapore (2012) d V̂ o (t ) V + v̂o (t )
35. Kou, S., Gong, X., Zhu, Q., Wang, G.: Parameter identification of bat- Co = (IL + îL (t ) ) − o (A.3)
dt Req
tery model based on forgetting factor recursive least square method. In:
Proceedings of 2018 IEEE 4th Information Technology and Mechatron-
where A′ = (1 − A), Req represents the equivalent output load.
ics Engineering Conference, ITOEC, pp. 1712–1715. Chongqing, China
(2018) Simplifying (A.2) and (A.3), three types of terms are distin-
guished. The first corresponds to multiplications of the constant
terms, which equals zero around the quiescent operating point.
The seconds correspond to the second-order terms, composed
How to cite this article: Pesantez, D., Renaudineau, by multiplying the small disturbance signals among themselves;
H., Rivera, S., Peralta, A., Marquez Alcaide, A., Kouro, these being very small, can be neglected. These assumptions
S.: Transformerless partial power converter topology for reduce the aforementioned equations to only their linear terms,
electric vehicle fast charge. IET Power Electron. 1–13 resulting in the following:
(2023). https://doi.org/10.1049/pel2.12613
d îL (t ) ( )
L = (𝛼̂ ) (Vin ) + (A − 2 ) Vin ) + (Vo (A.4)
dt
d V̂ o (t ) v̂ (t )
APPENDIX A Co = îL (t ) − o (A.5)
From (6) and (7) it is possible to develop a model that allows the dt Req
design the converter controllers by linearizing them. A small- Solving equations (A.4) and (A.5) using Laplace transform,
signal model around a quiescent operating point can be obtained the resulting output-to-control transfer function is obtained:
through the perturb and observe technique. This approach was
chosen due to its simplicity, which enabled the development Vo 1.558s + 24.34
= ⋅ 105 (A.6)
of a mathematical model that accurately reflects the converter 𝛼 0.7303s 2 + 23.1s − 38950

IET Power Electronics - 2023 - Pesantez - Transformerless Partial Power Converter Topology For Electric Vehicle Fast Charge

Uploaded by

Copyright:

Available Formats

IET Power Electronics - 2023 - Pesantez - Transformerless Partial Power Converter Topology For Electric Vehicle Fast Charge

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

IET Power Electronics - 2023 - Pesantez - Transformerless Partial Power Converter Topology For Electric Vehicle Fast Charge

Uploaded by

Copyright:

Available Formats

Received: 28 July 2023 Revised: 2 November 2023 Accepted: 9 November 2023 IET Power Electronics

Transformerless partial power converter topology for electric

Daniel Pesantez1 Hugues Renaudineau1 Sebastian Rivera2,3

1 INTRODUCTION particular, the industry has significantly improved EV batter-

IET Power Electron. 2023;1–13. wileyonlinelibrary.com/iet-pel 1

proposed to operate as the DC–DC stage of charging stations,

provide an extra degree of freedom in terms of turn-ratio design

interval. Then, the generation of states II and IV result in a zero-

2.2 Operation principle

In addition, the converter voltage gain Gv can be defined as

TABLE 1 Simulation parameters.

Converter nominal power 160 kW

converter will handle is higher, so choosing a Type I converter

2.4 Control scheme

A conventional cascaded control scheme is used to regulate the

1 TABLE 2 Experimental parameters.

0.96 Output voltage Vo 300 V

FIGURE 11 Simulated efficiency of proposed converter. Battery capacity 10 Wh

To carry out the efficiency analysis of the converter, the ther-

FIGURE 12 Experimental setup.

FIGURE 13 Transfer function experimental validation.

withstand during switching, unlike a traditional boost converter,

FIGURE 15 Experimental results during battery charging cycle. Ch1:

4.1 Experimental efficiency analysis

You might also like