An Efficient Three-Port Partial Power Converter

based EV On-board Fast Charger

Radha Kushwaha Vinod Khadkikar Shakti Singh
EECS Dept, Khalifa University EECS Dept, Khalifa University EECS Dept, Khalifa University
Abu Dhabi, UAE Abu Dhabi, UAE Abu Dhabi, UAE
[email protected] [email protected] [email protected]

Hatem H. Zeineldin Rabeb Mizouni Hadi Otrok

EECS Dept, Khalifa University EECS Dept, Khalifa UniversityAbu EECS Dept, Khalifa University
Abu Dhabi, UAE Dhabi, UAE Abu Dhabi, UAE
[email protected] [email protected] [email protected]
2022 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES) | 978-1-6654-5566-4/22/$31.00 ©2022 IEEE | DOI: 10.1109/PEDES56012.2022.10080032

Abstract—The objective of this work is to design and develop Therefore, the cost and overall foot-print of the charger is
a new three port boost AC-DC converter which facilitates on- generally high.
board fast charging for electric vehicles using partial power
processing (PPP) at bidirectional DC-DC stage. As compared to
conventional two-port AC-DC converter, the three-port
converter (TPC) ensures reduced voltage stress across the
switches. This allows the converter operation at higher power
without additional stress on devices while reducing the charging
time. The PPP at DC-DC stage makes it highly efficient due to (a)
reduced power conversion stages. The proposed TPC is able to
generate three levels of output voltage, which reduces the
converter switching loss. The proposed TPC with PPC concept
further minimizes the power losses as only a fraction of the
power is processed by the DC-DC converter switches and
components. Hence, the charger overall size and cost can be
reduced while achieving a higher efficiency compared to (b)
conventional two-stage charger, even without soft-switching. Fig. 1. General architecture of. (a) conventional charger with FPP two-port
The performance of proposed charger is validated using converter, and (b) proposed fast charger with three-port converter.
MATLAB/Simulink based simulation model.
Further, a FPP DC-DC converter requires the higher
Keywords— Electric vehicle, fast charging, three-port current rating devices at the battery side, and limits the
converter, partial power conversion, two stage charger charger efficiency as well. Therefore, to overcome the size,
cost and efficiency limitations, a new fast charger
I. INTRODUCTION
configuration using three-port boost AC-DC converter
Electric vehicles (EVs), EV chargers are expected to be followed by bidirectional buck-boost converter with partial
as fast as the fueling of the conventional fossil fuel-based power processing (PPP), is presented in this paper. The
vehicles [1]. To meet this expectation and since, the charging concept of partial power processing for voltage step-up and
speed being the bottleneck for the wide adoption of EVs, the step down, is popular in photovoltaic (PV) systems [5].
on-board and off-board chargers need to be designed Further, several topologies based on series connected PPP
efficiently, for higher charging current, i.e. higher power. converters have been reported in the literature [6] and also
However, for on-board configuration, the high-power rating been applied for EV fast charging [7].
implies to increased size and cost of the AC-DC converter
due to use of higher rating power devices [2]. Further, at high In general terms, the fast charging of battery is related
power, the losses are seen to be significant, which impacts with constant current (CC) charging mode as this is the peak
the charger efficiency. A comprehensive review on different current that a DC-DC converter needs to handle. This implies
AC-DC converter topologies applicable to conventional EV that as long as the DC-DC converter is able to handle peak
chargers, is given in [2]. The conventional on-board chargers current (during CC mode), the voltage of the converter can
are mostly designed for slow charging, due to limitation of be fraction of the battery voltage and can be connected in
voltage and current stress on devices. Fig. 1 (a) shows the series of the input voltage. To achieve this, there are two
conventional two-stage charger configuration with two-port configurations available in the literature [6-7], namely type-I
buck-boost converter followed by full power processing and type-II. Type-I step-down PPP converters are based on
(FPP) DC-DC converter [3]-[4]. The two-port converter IPOS (Input-Parallel Output-Series) architecture. In Type-I,
maintains VH at 300V, which cascades the DC-DC stage for the input port of DC-DC converter is connected in parallel
battery charging using constant current-constant voltage with the DC-link voltage and at the output side, the fraction
control. For 220V single-phase AC system, the voltage stress of the battery voltage is connected in series with the DC-DC
in these two-port converters is typically in the range 400V converter input. Another configuration is known as Type-II
−500V for AC-DC stage and in the range of 600V (pk-pk) for step-down PPP converter, which is also termed as ISOP
DC-DC stage. This restricts the charger operation for high (Input-Series Output-Parallel) architecture [6-7]. For type-II
power resulting in low charging speed at the battery end. configuration, the output port of DC-DC converter is
Moreover, for a given power, higher voltage rating switches connected in parallel to the battery voltage. However, at the
are required for the implementation of two-port converter. input side, the fraction of the battery voltage, is connected in

978-1-6654-5566-4/22/$31.00 ©2022 IEEE

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 series with the DC-DC converter input. The path through depends upon the ratio of battery voltage, Vb and the peak
which the fraction of the battery voltage is connected to the supply voltage, vspk. Based on the partial power ratio, the DC-
input of DC-DC converter is the bypass connection for direct DC converter process only a portion of total charging power.
DC charging of the battery. Most of the battery charging However, the charger is still able to supply the full charging
current flows through this bypass connection and at that power to the battery, using the new TPC at front-end.
instant, transformer secondary does not supply power. The control strategy for the proposed charger is shown in
Therefore, only a portion of battery power need to be handled Fig. 2 (a) and (b). To maximize the direct power through the
by the DC-DC converter using these configurations. TPC and to minimize the power processed by DC-DC stage, a
However, most of these topologies require one separate dual carrier based PWM strategy is used in this work. As
shown in Fig. 2 (b), the control output from current PI
two-port AC-DC converter with increased number of
controller, Cv is compared with two carriers, vc1 and vc2. The
switches and components. This adds to the overall size and
amplitude of carrier vc2 is biased by the peak amplitude of vc1.
cost of the charger. The combination of three-port AC-DC
Using this modulation strategy, the proposed TPC has two
converter with PPP concept can help in minimizing the above distinct operating modes based on the relationship between the
issues. Fig. 1 (b) shows the general architecture of one such battery voltage, Vb and the rectified AC voltage, vin. When vin
three-port PPP converter-based charger, in which most of the < Vb, the control output, Cv is greater than the carrier, vc1 and
power is fed to the battery by three-port converter (TPC) the TPC operates in mode-1. The control output Cv is
directly, bypassing the DC-DC stage. The proposed TPC modulated by the upper carrier, vc2 only, and hence, switch Sw
offers the advantage of reduced device voltage stresses (i.e., is always ON during mode-1. Therefore, the diode D1 keeps in
VL and VH − VL) due to the partial voltage available across the OFF state, throughout this mode. However, switch SwL keeps
lower and upper port, respectively. This reduced device switching ON and OFF during this mode. Similarly, when vin
voltage stress allows the converter operation at higher power > Vb, the control output Cv is lower than the carrier, vc2 and the
using the same switches, facilitating the fast charging at TPC operates in mode-2. Therefore, the control output Cv
battery end. Therefore, the charging speed is seen to be more intersects the lower carrier, vc1, which means that the switch
as compared to conventional two-port converter-based SwL remains in OFF state. However, the switch Sw keeps
charger. switching ON and OFF, ensuring most of the charging power
is processed through the lower port or TPC directly.
Moreover, the lower voltage rating switches can be used
at TPC stage to reduce the size of converter. Further, the DC- iL IH DC-DC stage with
DC stage processes only a fraction of the full charging power, Li + PPP
D1
which significantly reduces the conversion stages, as Sw CH VH Sb1
Ibb
compared to the conventional two stage charger, thereby, vin vab Lb
vs
improving the charger efficiency. Moreover, due to reduced D2 VL
SwL Sb2 Vb
power processing, the current stress on DC-DC converter Input CL
-
switches is very low. This facilitates the use of lower current rectifier TPC
rating switches for the bidirectional converter. Therefore, iL 1
+ PWM
-
iLref 1 S1
overall size and cost of the charger is reduced with higher +
PI
Controller
Cv 0 vc1
vc2
ispkref - 2
efficiency. The main features of this new TPC based charger 1ph- vs 1 - PWM
PLL 2 S2
+
with PPP concept are given below. θ
Sb1
• The proposed charger with PPP concept facilitates +
PI
Controller
1 ≥
- Sb2
VHref vcb
increased charging rate, as compared to the conventional VH
0

charger with full power processing. (a)

• The use of PPP concept enhances the charger overall
efficiency, as only a fraction of total power is processed vin, iin, iL
by the DC-DC converter. vspk
• The device voltage stress at TPC stage and the current
stress of DC-DC converter is significantly low. Cv
vc2
• Due to reduced size of switches, charger size and cost
vc1
can be lower as compared to conventional chargers [3]-
[4]. vg
II. CIRCUIT CONFIGURATION, OPERATION AND CONTROL
vgL
Fig. 2 (a) shows the proposed configuration of the charger
with partial power processing at DC-DC stage. The circuit
comprises a three-port AC-DC converter using switches Sw, vab
SwL, diodes D1, D2 and inductor Li with the DC-link capacitors
CH and CL. This TPC is further connected in series with the Mode- Mode- Mode-
bidirectional DC-DC converter using switches Sb1, Sb2 and 1 2 1
inductor, Lb. For single-phase 220V system, the bus voltage vin<Vb vin≥Vb vin<Vb
VH is regulated at 400V, however, the charging port Vb is
controlled to provide 270V. Mostly, the lower port VL directly (b)
transfers the charging power to the battery, using a bypass Fig. 2. Proposed PPP converter based fast charger (a) configuration and
connection (red line). This directly transferred power largely control. (b) pulse generation and switching waveforms.

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 During each of these modes, mode-1 (vin < Vb) and mode- The inductor Li starts storing the energy through the switch
2 (vin > Vb), Figs. 3 (a)-(d) show the converter operation over Sw and diode D2 with a voltage difference of vin and Vb. The
one switching cycle. The detail description of these two charging power to the battery is provided through the lower
switching states, during each mode, is given as follows. capacitor CL. During the second switching state, switch Sw is
turned OFF, while the switch SwL is already turned OFF. As
Mode-1 (vin < Vb): During this mode, switch Sw keep in ON shown in Fig. 3 (d), the diode D1 now comes in conducting
state, which makes the diode D1 in reverse bias. As shown in state. The inductor together with the input voltage supplies the
Fig. 3 (a), for the first switching state, the inductor, Li starts required charging power to the battery via DC-DC converter
storing the energy through Sw and SwL, as both the switches are and using the two-stage power conversion. Therefore, during
conducting. The lower capacitor, CL supplies the battery mode-2, the charging power is shared by the upper and lower
charging current directly using single stage conversion. The port capacitors. However, this sharing is not equal for the
diodes D1 and D2 both are in OFF state. capacitors, CH and CL, but depends on the voltages VH and VL.
Similarly, during the second switching state, switch SwL is Therefore, even if vin>Vb, during mode-2 also, most of the
turned OFF, while switch Sw is still conducting. This makes power is transferred to the battery directly through TPC.
the diode D2 forward biased. As shown in Fig. 3 (b), the Further, the DC-DC converter is bidirectional buck-boost
inductor, Li starts releasing the stored energy through the diode converter, which is simple as well as efficient. The operating
D2 and the capacitor, CL. Most of the charging power is principle of this bidirectional DC-DC converter is same as
supplied through the lower port capacitor CL during this instant given in literature [8-9].
too. Therefore, during mode-1, complete charging power is III. DESIGN AND COMPARATIVE ANALYSIS
given by the TPC directly.
The design of proposed charger consists mainly the design
Mode-2 (vin > Vb): As shown in Fig. 2 (b), during mode-2, of two inductors, Li and Lb, and the capacitors CH, CL,
switch SwL is completely OFF during both the switching states, considering the mode-1 (duty cycle d2) and mode-2 (duty
while, switch Sw is switching ON and OFF, repeatedly. For the cycle d1) operations. It should be noted that the capacitor CH is
first switching state, as shown in Fig. 3 (c), Sw is ON and SwL designed to tackle the high frequency voltage ripples
is turned OFF. Therefore, diode D1 remains in OFF state and generated by the converter switching unlike the capacitor CL.
diode D2 is turned ON. Therefore, only CL uses an electrolytic capacitor, while the
iL IH capacitor CH may use a film capacitor with low capacitance.
+ Li +
D1
Bidirectional
Ibb
The selected values of different components and the design
VH Partial Power Vb expressions are given in Table-I. The symbols and notations
CH Converter
vin vab are described in the Table-I footnote.
D2 VL
SwL Further, a comparative analysis of two-port FPP converter
CL
- - based chargers in literature [3]-[4] and proposed three-port
PPP converter based charger is given in Table-II. The
(a) comparison shows the superiority of proposed charger in
terms of higher efficiency, lower switch rating and improved
iL IH
+ Li + Bidirectional charging speed. Note that for 6.6 kW design, despite providing
D1 Ibb
VH Partial Power Vb the full charging power to the battery, DC-DC converter in the
CH Converter proposed charger processes only 10% of total power.
vin vab
D2 VL
Remaining power is fed to the battery directly through the
SwL front-end TPC. This is due to the fact that DC-DC converter
CL
- -
operates only during second switching state of mode-2, when
switch SwL and switch Sw both are in OFF state. Therefore, DC-
(b) DC converter gets to process only a fraction of battery
iL IH
charging current. Most of the charging current is processed by
+ Li +
D1
Bidirectional
Ibb the TPC using the bypass connection (red line).
Sw VH Partial Power Vb
CH Converter As a result, the inductor and switch current, Ibb at DC-DC
vin vab stage is also very low. However, for the other topologies in [3]
D2 VL
SwL
CL
and [4], DC-DC converter processes full power of 6.6 kW and
- - 1kW, respectively. Therefore, the switch and inductors need
to handle full battery current at output. For the proposed
(c) charger, the switch current at TPC stage is still high but lower
iL IH
than the topologies in [3] and [4] for 6.6kW design. Also, the
+ Li +
D1
Bidirectional
Ibb
chargers in literature [3]-[4] use soft switching to provide high
Sw VH Partial Power Vb efficiency in the range of 93-96%. However, proposed TPC
CH Converter
vin vab based charger with PPP concept achieves 99.2% efficiency
D2 VL even with hard switching. The switch voltage stresses for
SwL
- -
CL proposed charger with PPP concept is recorded as 110V,
290V for TPC switches Sw, SwL and 400V for DC-DC
(d) converter switches, Sb1, Sb2, which is much lower than the
Fig. 3. Converter operation over one switching cycle during (a)-(b) Mode-
chargers in [3]-[4]. Further the chargers shown in [3] is
1. (c)-(d) mode-2. designed for 10A battery current, while the charger in [4]
provides 2.3A, which takes longer to charge a 50Ah battery.

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 TABLE I. DESIGN SPECIFICATION AND RATING OF DIFFERENT CIRCUIT COMPONENTS
Specifications Design Expressions
Parameter

Input Voltage (vs) 220V, Single-phase AC –

Power (Po) 6.6kW –

DC-Link Voltage (VH) 400V –

Battery specifications (VL)/ (Vb) 270V, 50Ah (Li-ion) –

Switching frequency (fs) 20kHz –

Duty Cycles d1 and d2 [mode-1 (i.e. Vin < Vb)] –

Duty Cycles d1 and d2 [mode-2 (i.e. Vin > Vb)] –

inductors (Li, Lb) [mode-1 (i.e. Vin < Vb)] 600µH, 1000µH

inductors (Li, Lb) [mode-2 (i.e. Vin > Vb)] –

Capacitors (CH, CL) 47µF, 2200µF C

a.
d1= duty cycle of switch Sw, d2 = duty cycle of switch SwL, δIL =current ripple in inductor L, δILb = current ripple in inductor Lb, Ts = switching period, Pin=
input power, CH = Upper port capacitance, CL= lower port capacitance, δVb= voltage ripple in capacitor CL.

TABLE II. COMPARISON WITH OTHER TWO-PORT CONVERTER BASED CHARGERS IN LITERATURE

Charger Topology
Topology/ Attributes
Converter-1 [3] Converter-2 [4] Proposed
DC bus voltage 400V 300V 400V

Battery nominal voltage 330V 320V 270V

Charging current 10A 2.38A 23A

Switch voltage stresses in AC-DC and DC-DC stage 500V,600V,400V 300V,600V,600V 110V,290V,400V

Switch current stress (AC-DC) 50A 10A 40A

Total power 6.6kW 1kW 6.6kW

Test input voltage 220V,50Hz 110V,60Hz 220V,50Hz

AC-DC converter power 6.6kW 1kW 6.05kW

DC-DC converter power 6.6kW 1kW 550W

Efficiency 93.6% 95.4% 99.2%

Charging time (for 50Ah battery) 6-7hrs more than 10 hrs 2-2.5hrs

Component count L=5, C=3, D=8, Sw=6 a L=4, C=2, D=6, Sw=6 L=1, C=3, D=2, Sw=4

Soft switching Yes Yes No

Control Complexity Yes Yes No

b.
L= inductors, D = diodes, C =capacitors, Sw =switches
The proposed charger provides 23A current to the battery performance of the three-port converter with the waveform of
which reduces the battery charge time as compared to the supply voltage vs, supply current is, battery voltage Vb and the
other solution in the literature. The total component count is charging current Ib. Following the specifications in Table-I,
also fewer in case of proposed charger than the topologies in the battery nominal voltage Vb (or VL) is selected as 270V and
[3]-[4]. the charging current Ib, at rated power of 6.6kW is 23A. The
DC bus voltage is controlled at 400V , which is following the
IV. RESULTS AND DISCUSSION requirements of VH > vin > Vb, and required for an in-phase line
current regulation. The peak voltage across the TPC devices
The performance of proposed charger with PPP is assessed
Sw and SwL are recorded as, 110V (VH −Vb) and 290V (for Vb at
and validated using MATLAB/Simulink. The simulation
60% SOC), respectively, which is quite low as compared to
results under steady state condition as well as dynamics in
the conventional two stage charger with full power
supply voltage and the battery current are discussed as below.
processing. It is worth to note from the waveforms of input
a) Steady State Performance current, IH and output current, Ibb that the DC-DC stage
processes only 550W (2.3A i.e. 10% of total battery current),
The performance of proposed charger is validated at rated whereas, the charger is still charging the battery with rated
supply voltage of 220V, 50Hz. Fig. 4 shows the steady state Ib=23A at the output.

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 and, the peak supply voltage, vspk. This is validated through
Fig. 5, when line voltage is increased from 220V −270V. The
battery current as well as VH remain tightly regulated,
however, the input current, is reduces to maintain the power
flow through the circuit. Therefore, the current taken by the
TPC reduces or the portion of direct power transfer is less.
This clearly increase the current entering to the DC-DC
converter to 50% of total battery current as the direct power
transfer to the battery reduces with increase in the peak line
voltage. Fig. 6 further shows the vice versa case for the change
in line voltage from 270V −220V. The input current increases
with the corresponding decrease in the power processed by the
DC-DC converter.

Fig. 4. Simulated Performance of proposed fast charger during steady state

condition.

Therefore, it is obvious that almost 90% power is

transferred to the battery directly using front-end TPC. This
directly transferred power largely depends upon the ratio of
battery voltage, Vb and, the peak supply voltage, vspk. Further, Fig. 5. Simulated Performance of proposed fast charger during change in vs
the ripple in battery current, Ib is seen to be 2.5A peak, well from 220V − 270V.
within the limit for 50Ah battery and follows the battery ripple
current standard NEMA (National Electrical Manufacturers
Association) PE5 [10]-[11]. For comparison, a 6.6kW
conventional two-port converter based charger with DC-link
voltage of 300V-400V, and with the charging current as low
as 2.3A-10A, is considered [3]-[4]. For these chargers, the
voltage stress of the devices at AC-DC as well as DC-DC
stage lies in the range of 400V −600V , which restricts the use
of these chargers for fast charging. However, using these same
switches with the proposed charger enables more charging
current for the battery at DC-DC converter end. Further, these
chargers in literature achieve 96% efficiency with soft
switching, however, proposed charger achieves even higher
efficiency with hard switching due to direct power transfer to
the battery from TPC. The rated full-load efficiency of the
charger is seen to be as high as 99.2% without any soft-
switching used in the circuit.
b) Dynamics in Supply Voltage
The performance of proposed TPC and PPP converter-
based charger is assessed under the transients in supply
voltage. As mentioned earlier, variation in supply voltage
changes the percentage of directly transferred power through
the TPC, as the portion of current flowing through DC-DC
converter changes. This is because the directly transferred Fig. 6. Simulated Performance of proposed fast charger during change in vs
power largely depends upon the ratio of battery voltage, Vb from 270V − 220V.

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 c) Dynamics in Battery Current ACKNOWLEDGMENT
Fig. 7 demonstrates the charger performance under change This work is supported in part by the Khalifa University
in battery current from full load to half load for rated line Competitive Internal Research Award under Grant CIRA-
voltage. It is worth to note that as the battery current changes 2019-070 (Award Number 8474000187) and in part by
from 23A to 11.5A, the line current is seen to be reduced from ASPIRE under the ASPIRE Virtual Research Institute
Program, Award Number VRI20-07.
the rated value. However, the DC bus voltage VH still remains
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