288 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO.

4, DECEMBER 2019

A Review of on-Board Integrated Electric Vehicles

Charger and a New Single-Phase Integrated Charger
Tuopu Na, Xue Yuan, Jiaqi Tang, and Qianfan Zhang

Abstract—To avoid weight, size and cost constraints, on-board The hardware of traction system can work as functions of three
integrated charging devices use the traction system components. bridges rectifier, single-phase PFC and so on. And the charging
In this paper, the topologies of on-board integrated electric
mode and traction mode of EVs operate in different time.
vehicles (EVs) chargers are reviewed. The topologies of on-board
integrated chargers can be classified into three groups based on So we can consider using the hardware of traction system to
the integrated components. The first type is that only converter reconstruct a charger. The inverter can work as a rectifier and
is integrated as one part of the on-board charger. While the grid DC/DC converter can realize buck function in charging mode.
side also needs filter inductors. The second group is based on the Even the motor windings can be used as the grid-side filter
switched reluctance motor, which can integrate both the converter inductors or an inductor in DC/DC converter by reconstructing
and the motor windings into the on-board charger. This is followed
by the integrated charger based on permanent magnet motor
the windings. Additional components may be needed to realize
(PM) and induction motor (IM). The last group also integrates some functions in charging mode. When the motor windings
both the converter and the motor windings. Then this paper gives and traction system are integrated into a charger, the weight,
a new single-phase on-board integrated charger based on AC size and cost of on-board charger reduce. While, the integrated
motor. Parts of inverter are used as single-phase rectifier, parts of charger has some disadvantages, such as, the motor maybe
inverter coupled with one capacitor and inductor reconstruct an
rotates in charging mode, the charging power will be limited
active power filter (APF) circuit, and the motor windings are used
as grid-side filter inductors. As the existence of APF circuit, the by the traction system. And the single-phase integrated charger
proposed integrated charger can eliminate the second harmonic has a problem that dc-side exists second harmonic ripples. The
ripple and the quasi-Z-source network just need small capacitor voltage ripple in dc-side is suppressed by a large capacitor or
and inductor to suppress ripples. Using the proposed topology, additional components.
the motor can keep still in charging mode. A 2.2-kW prototype is This paper introduces the topologies of on-board integrated
designed to give the experimental results.
charger for EVs. And a new single-phase integrated charger
Index Terms—Active power filter (APF), integrated charger, is proposed which can suppress the second harmonic ripple.
quasi-Z-source. The proposed system only needs a small additional capacitor
and inductor. The paper is organized as follows. In Section
I. Introduction II, the overview of integrated charger is given. Three groups
including DC/DC converter, switched reluctance motor and
C HARGER is an important part of EVs system. EV charger
can be classified into off-board charger and on-board
charger in [1]. On-board charger is more convenient for
alternating current motor are discussed respectively. A novel
single-phase integrated charger based on AC motor is proposed
in Section III. The operation of system is analyzed in detail.
customers, because customers can charge the EVs anywhere.
The experimental results are given in Section IV. Section V
While, on-board charger is inside the EVs. It takes much space,
gives a conclusion.
increases the weight of EVs and costs much. To solve these
problems, an idea about integrating EVs’ motor windings or
traction system or both motor windings and traction system II. Topologies of Integrated Charger
components into on-board charger is proposed. Because the Many topologies of integrated EV chargers have been
traction system of the EVs includes inverter with three IGBT proposed in recent years. In [2], the topologies of integrated
bridges, current sensors, voltage sensors and control circuits. EV chargers are classified into three groups, as shown in Fig. 1.
The first group just integrates DC/DC converter into the system.
Manuscript received July 14, 2019; revised September 1, 2019; accepted The DC/DC converter is reconstructed and rectifying function
September 9, 2019. Date of publication December 30, 2019; date of current or a new converter is realized in charging mode. The second
version November 12, 2019. This work was supported by the National Natural group integrates the switched reluctance motor into the EV
Science Foundation of China (51877055) and Project 2018YFB0104602 by the
National Key Research and Development Program of China. This paper was
charger. The reconfigured SRM can perform function of DC/
presented in part at the 2019 IEEE 10th International Symposium on Power DC converter and rectifier. The last group integrates alternating
Electronics for Distributed Generation Systems (PEDG), Xi'an, China, June 2019. current motor into the charger, and it can be classified into four
All authors are with the Electrical Engineering Department, Harbin Institute kinds, that is integrating just one three-phase motor, multiple
of Technology, Harbin, China (email: [email protected]; 470641821@
qq.com; [email protected]; [email protected]). motors, multiphase motor and open-end winding motor. The
Digital Object Identifier 10.24295/CPSSTPEA.2019.00027 following will discuss the details of all classifications.
T. NA et al.: A REVIEW OF ON-BOARD INTEGRATED ELECTRIC VEHICLES CHARGER AND A NEW SINGLE-PHASE INTEGRATED CHARGER 289

Integrated
EV chargers

Integrated
Integrated DC/DC Integrated switched
alternating current
converter reluctance motor
motor

Integrated
Performing function Integrated Integrated Integrated
Integrated traditional Integrated Z-source Performing function open-end
of DC/DC converter one three- multiple multiphase
DC/DC converter network of DC/DC converter winding
and rectifier phase motor motors motors
motors

Fig. 1. Integrated EV chargers classification.

Traction
A. Using the DC/DC Converter Charging
Motor Motor
1) Traditional DC/DC Converter Inverter Isolated/Non-
B
In this part, only traditional DC/DC converter is integrated isolated
A
DC/DC
as parts of on-board charger. In [3]-[5], DC/DC converter can converter T
be utilized as a new converter by adding some components,
as shown in Fig. 2. The disadvantage is that, a uncontrolled AC
rectifier will be needed in charging mode. While in some input Rectifier
integrated charger, the converters perform function of a
rectifier [6], [7], as shown in Fig. 3. These topologies can
achieve bi-directional power flowing, and save many devices. Fig. 2. Using the traditional DC/DC converter.
So the biggest advantage is that, the system costs less and the
efficiency can be enhanced. Reference [8] proposes a single- Traction
phase integrated charger which can achieve V2G and reduce
Charging
the second harmonic current ripple. However, the gird-side filter
Motor Motor
inductors are still needed. The inductance will be larger when Inverter Isolated/Non-
B
the charging power is large. The size and weight of inductors isolated
A
DC/DC
increase, which take more space. All these problems are the converter T
disadvantages of this system. So the idea integrating motor
windings into charger is proposed, which will be introduced AC
in next classification. Reference [9] gives a new single stage input
integrated charger which reduces the numbers of components.
A novel multifunctional converter is proposed in [10], which Fig. 3. Using the traditional DC/DC converter.
uses the least components achieving three working modes.
It can perform buck/boost operation in plug-in charging,
propulsion and regenerative braking mode. Active filter circuit
Motor
can be constructed by low voltage battery charger’s hardware
without any additional components in [11]. The low-frequency B
AC
harmonic current is suppressed. The disadvantage is that, the input A
T
charging power is maximal with the low-voltage battery charger
power. It cannot achieve fast charging.

2) Z-source Network
Fig. 4. Z-source integrated charger.
Z-source network is proposed by F. Z. Peng [12]. Z-source
network also can be used as boost function in EVs and it is a bi-
directional converter. The advantages have been given in [12]. complex and many additional components are needed. A control
Reference [13] proposes a modified Z-source integrated EV method of Z-source integrated charger is proposed in [14]. No
charger. The advantages are that it can provide isolation and the additional components are added to achieve battery charging, as
energy storage system can be integrated. But the topology is shown in Fig. 4.
290 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO. 4, DECEMBER 2019

J1 One phases used Two phases

as DC/DC used as rectifier
J2
AC
input

B
A
T
AC
B input
Fig. 5. SRM utilized as DC/DC converter. A
T
B. Using Switched Reluctance Motor
1) SRM Performing Function of DC/DC Converter Fig. 6. SRM utilized as rectifier and DC/DC converter.
Reference [15], [16] propose an integrated charger which
uses SRM as a DC/DC converter, as shown in Fig. 5. Charging Relay2 Relay1
mode and traction mode can be achieved by changing the states
of J1 and J2. By changing the switch states of IGBTs, the energy
flows between the SRM, the engine generator and the battery.
The SMR and the converter work as a buck–boost-type or a AC
buck-type dc–dc converter when works in charging mode. input
While, the disadvantage is that many additional diodes and
switches are needed. Relay3

2) SRM Performing Function of DC/DC and Rectifier Fig. 7. Motor windings and inverter utilized as DC/DC converter.
The topology which integrates one bridge of the inverter as a
buck-boost converter and the other two bridges as a rectifier is integrated charger which connects an add-on three-phase
proposed in [17], as shown in Fig. 6. A similar topology which power electronics interface to the system. A similar single-
can achieve the functions of G2V and V2G is proposed in [18]. phase integrated charger is proposed in [24], which needs an
The advantages of these integrated chargers are that, no dc-dc additional diode bridge. The motor windings and two IGBT legs
converter is needed in charging mode and the on-board charger are utilized as a two-channel interleaved boost converter. The
is reconstructed easily. The cost and size of charger system
advantages of these two integrated chargers are that, the power
decrease. But the integrated charger needs some switches
interface is used to correct the power factor, the motor windings
to change the working mode which will decrease reliability.
Multilevel converter is achieved by using the windings of a split and inverter can regulate the battery voltage. But the system
four-phase SRM in [19]. Both DC charging and AC charging needs some additional components. A single-phase integrated
can be realized. And it combines the split converter topology PFC is proposed in [25]. The motor windings and the traction
with central-tapped SRM windings which can improve system system form the charger’s circuits. Two modes including buck
reliability. But the control strategy is complex. Reference [20] and boost can be realized. But the harmonic input current is
utilizes the windings of the SRM as the boost inductor and high. Two-stage integrated charger is reconstructed by a three-
buck-boost inductor during charging mode. The two stages phase motor and six additional switches in [26]. The biggest
converter can be got. The disadvantage is that too many disadvantage is that, too many switches are added which costs
additional diodes and switches are added. The buck and buck- much and decreases reliability.
boost PFC chargers can be constructed by using the windings
of the SRM during charging mode in [21]. The disadvantage
b) Motor winding and converter performing function of rectifier
is that the motor windings are needed to reconstruct. It has low
In [27], the three-phase integrated charger is based on three-
application value.
phase three-level NPC topology. The fast charging mode and
slow charging mode are realized. While, the large grid-side
C. Alternating Current Motor
filter inductors are still needed in fast charging mode. Three
1) One Three-Phase Motor modes including boosting drive motor mode, directly drive
motor mode and charging mode are achieved in [28]. The motor
a) Motor winding and converter performing function of DC/DC inverter is used as rectifier and motor windings are used as
Reference [22] proposes one single-phase integrated charger grid-side filter inductors. The disadvantage is that, the DC/DC
which can achieve buck DC/DC and boost DC/DC. While, converter for traction mode should be a bi-directional converter
three relays are added, as shown in Fig. 7. So the system which is not necessary for a EV. A similar theory is realized in
reliability decrease. Reference [23] proposes a three-phase [29], as shown in Fig. 8. Three or two additional inductors are
T. NA et al.: A REVIEW OF ON-BOARD INTEGRATED ELECTRIC VEHICLES CHARGER AND A NEW SINGLE-PHASE INTEGRATED CHARGER 291

Motor

B
AC A
B input T
A AC
input
T

Fig. 8. Motor windings and inverter utilized as rectifier and DC/DC converter.

Winding 1 Winding 2
B
A Inverter
T
Fig. 10. Two motors integrated charger.

Traction mode

B Motor 3
A Rectifier Motor 1 Motor 2
T
Motor 4 B
Charging mode AC input A
T
Fig. 9. Isolated integrated charger .

Fig. 11. Four motors integrated charger.

used to increase grid-side filter inductance in [30]. The cost
and size of system increases, and several switches are needed.
are used as filter inductors and two inverters are served as
Reference [31] proposes a 3-phase integrated charger. The gird-
rectifier. The other two inverters and two windings are used as
side current flows through the midpoint of each winding of
second stage DC/DC converter, which can control the output
the motor and each phase of the AC grid is connected to two
parallel PWM boost converters. A similar three-phase integrated voltage. This also has a great practical application value. While,
charger based on three-phase split-windings motor is proposed [42] proposes a three-phase integrated charger based on two-
in [32]. Though the grid-side filter inductors are not needed, the motor system. Through reconstructing the converter, there is no
motor windings should be reconfigured. These two methods are torque during charging mode. The disadvantages are that, the
not practical application products. An integrated charger based motors windings should be reconfigured and many switches are
on three-phase with nine windings motor is proposed in [33]. needed. A three-phase integrated charger based on four motors
One isolated integrated charger is proposed by S. Haghbin in is proposed in [43]. During charging mode, one inverter and
[34]-[36], as shown in Fig. 9. A special spilt PM is integrated one motor are idle. The grid is connected to the neutral points of
into the system, the windings are served as a transformer in the other three motors. The windings of these three motors are
charging mode. But the biggest disadvantage is that, the motor used as filter inductors. While, the biggest problem is that, the
will rotate in charging mode. Another isolated three-phase/ inductance of the equivalent filter inductors is small.
single-phase integrated charger is presented in [37]. A double-
stator-winding motor is used and the windings work as filter 3) Multiphase Motors
inductors in charging mode. While, a DAB DC/DC converter Five-phase motor system is integrated into a charger in
and a VSI are needed to realize isolated charging. [44]. Because of the motor windings reconfiguration, it is
equal to three-phase windings and three IGBT legs during
2) Multiple Motors the charging mode. The similar theory is used to a three-
A novel low cost control for two motors integrated with five phase integrated charger based on six-phase motor in [45],
bridges is proposed in [38]. In this paper, no extra components [46], as shown in Fig. 12. These integrated charger methods
are added. But an auxiliary motor and an auxiliary inverter have the same disadvantage, they cannot provide isolation. A
are needed, which costs much. Reference [39] introduces transformer is needed. A three-phase integrated charger based
a type of integrated charger based on two motors and two on nine-phase motor is proposed in [47]. This topology does
set of drive systems, as shown in Fig. 10. This topology is not need reconstructing the motor windings, the grid directly
suitable to single-phase charging system. Two additional slow connects the natural point of each motor during charging
recovery diodes and additional inductors are used. The phase mode. It also can achieve single-phase charging. And in [48],
current ripple decreases and the system efficiency increases. A an asymmetrical nine-phase machine is used for integrated
similar topology is proposed in [40]. The 14 V accessory DC/ EV charger. The proposed system also can perform function
DC converter is also integrated into the system. This method of V2G. But the input current harmonic is very high. This is
provides isolation and this has a practical application value. because the motor windings are in parallel. Reference [49]
Another single-phase integrated charger based on four motors proposes a three-phase integrated charger based on six-phase
is proposed in [41], as shown in Fig. 11. Two motor windings motor. The configuration utilizes a nine-switch converter and
292 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO. 4, DECEMBER 2019

Whee1 Whee1

Power Flow C1
L1 L2
Single -phase Battery
S7
grid Motor
B
A Sw8
T C2
T Sw9

L3 C3
Bidirectional
APF Inverter/PFC Quasi -Z-source
Charging Port
Whee1 Whee1

Filter Fig. 14. Proposed single-phase integrated charger .

AC input

a axis
Fig. 12. Six-phase motor integrated charger.
ia +
d axis Rs
B B
A Inverter Inverter A Rectifier *
Lab Laa Lac
T T
AC -
input Lcc
- *
Rs * - Rs
Fig. 13. Open-end winding integrated charger. b axis Lbb ic
+
ib Lbc +
motor windings as inductors and converter. Using too many c axis
q axis
switches decreases the system reliability. An isolated three-
phase integrated charger based on nine-slot/eight-pole motor Fig. 15. Simplified equivalent electrical model.
is proposed in [50]. During the charging mode, the motor
windings are reconfigured and used as a transformer. The
system needs six IGBT legs. The disadvantages of this method III. A New Single-Phase Integrated Charger Based
are that the system is too complex and the motor will rotate in on AC Motor
charging mode. Another integrated charger based on six-phase
motor is proposed in [51]. By reconfiguring the motor windings
during charging mode, the windings and the inverters operate as A. System Functional Description
a three-phase charger. The only problem is that many contactors A new single-phase integrated charger is proposed in this
are needed. In [52], a bi-directional Cuk converter is used to paper, as shown in Fig. 14. A quasi-Z-source network is used
perform buck/boost function in traction and charging mode. The for regulating the output voltage. The quasi-Z-source network
windings of asymmetrical six-phase induction machine coupled is a bi-directional system, which can realize bucking/boosting
voltage.
with six IGBT bridges are used as single-phase PFC. The size,
When SW8 and SW9 are turned on, the system works in
weight and cost of the charger are also reduced, but the second traction mode. When SW9 and SW9 are turned off, the system
harmonic ripples are not reduced. works in charging mode. In charging mode, the single-phase
quasi-Z-source charger makes the most of traction system
4) Open-End Winding Motors hardware of the EVs. The two bridges of the inverter are used as
Integrated charger based on open-end winding motor is PFC, the motor windings are used as the grid-side filter inductor,
proposed in [53], [54], as shown in Fig. 13. The topology and the third bridge of the inverter is coupled with one capacitor
proposed in [53] can utilize windings to charge the second C3 and inductor L3 which construct the APF circuit. The size and
weight of the on-board charge reduce using the proposed system.
battery. But two batteries are used and the control method is
And as the single-phase inverter/rectifier exists the second
complex. The dual-inverter of the open-end winding motor harmonic ripple, the traditional single-phase system needs large
system operates as the charger in charging mode [54]. And the capacitor to eliminate the dc output voltage ripple. While the
windings of transformer can be reconfigured as the windings of APF used in this proposed system takes very small space and
the impedance source network. One of the disadvantages is that can eliminate the second order harmonic ripples.
the function switches do not make the circuit layout compact.
So the parasitic parameter becomes large. The other is that the B. Electromagnetic Effect
impedance and the turn number of primary windings for the As the motor windings are integrated into the on-board
magnetic combination transformer should be identical. Another charger, we need to do research about the electromagnetic
open-end winding integrated charger system needs only an effect. And the inductance of the motor windings should be
additional uncontrolled diode-rectifier to charge the battery [55]. calculated in charging mode. Fig. 15 gives the simplified
No additional switches are used. equivalent electrical model of the motor when the proposed
T. NA et al.: A REVIEW OF ON-BOARD INTEGRATED ELECTRIC VEHICLES CHARGER AND A NEW SINGLE-PHASE INTEGRATED CHARGER 293

system works in charging mode. And ia, ib and ic are the stator C1
phase currents; Laa, Lbb and Lcc are stator self-inductances; Mab, S1 S3 S5 L1 L2
Mbc and Mac are the mutual inductances; Ld and Lq are d-axis and

+
S7
q-axis stator self-inductances, respectively. We assume that high
V La I a
order harmonic components are ignored when we analyze the -

+
La V ab

+
inductances. Vs -
- C0 R
V bc V PN C2

+
V C3 - V L3 Ic
In this paper, we use three-phase surface permanent magnet -

+
-

+
synchronous motor (SPMSM). So it has Ld = Lq. At last, we can C3 L 3
get the stator voltage equation -
S4 S6 S2
v
Fig. 16. Single-phase quasi-Z-source rectifier with APF.
v (1)
v So the power of APF is

The inductance of each phase is Laa + Mab0. When the system p v

works in charging mode, we can calculate the d-axis and q-axis
currents according to the windings connection method of the (9)
proposed system.
If the second harmonic ripple is suppressed, the power of
APF should be equal to the second harmonic input power.
(2)
p (10)
(3)
Then we can get the current and voltage of capacitor C3.
Then we can get the electromagnetic torque,
v (11)
(4)

where p is the number of pole pairs. It can be seen that, when in (12)
charging mode, the electromagnetic torque is zero. The motor
will not rotate in charging mode.
(13)
C. APF Parameters Design
The equivalent circuit of the integrated charger system As the inverter is integrated into one part of the charger, the
working in charging mode is shown in Fig. 16. We assume the inductor current and capacitor voltage of APF shouldn’t be
system works with unit power factor. So the grid-side current larger than the rated current and voltage of the inverter. It should
and voltage are have

v (5) (14)

The input power is According to (5), (11) and (12), we can get

p v (15)

(6) (16)
And we assume the capacitor voltage and the inductor current
of APF are Submitting (15) and (16) into (14), we can get the value
range of C3,
v (7)

3
C 3 (8)

where φ is the phase difference. (17)

294 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO. 4, DECEMBER 2019

Ts
Vp APF
Vb Single-
Quasi -Z-source phase
Va Rectifier
Vn
S1
DSP
S3 DTs/2
S7 SPMSM
IL1
IL1

VC2 VC2
t Fig. 18. Experimental setup.

Fig. 17. Modulation and the capacitor voltage and inductor current of quasi-Z- TABLE I
source. Motor Parameters

Parameter Value
where ωs is the resonant frequency of APF, ωs = 1/ L3C3 .
It can conclude that, the C3 and L3 of APF can be calculated Rated power 4.7 kW
Rated voltage 150 V
by the following steps in practical application. Rated current 20.5 A
1) According to the system power, grid-side input voltage Vs Rated torque 23 N.m
and fundamental frequency, Ia and ω are calculated. Rated speed 2000 rpm
d-axis inductance 0.674 mH
2) Calculate the Vab according to (5). q-axis inductance 0.674 mH
3) As the capacitor and inductor values vary with the Pole number 4
resonant frequency, the best resonant frequency ωs should Winding resistance 0.096 Ω
be chosen to make the size and weight of APF lowest. Maximum current 61.5 A
4) According to (17), the value range of C3 can be got. The
final value is determined by the closest capacitance in where D is the shoot-through duty ratio, Ts is the carrier period.
practical engineering. During the shoot-through state, this is the time period of DTs/2,
5) Calculate the L3 from ωs = 1/ L3C3 . the current and voltage can be calculated,
The details of the control strategy of the APF system are
introduced in [56]. v
v (19)

D. Quasi-Z-Source Parameters Design

Based on (18) and (19), the capacitor and inductor value
As the APF is applied in single-phase quasi-Z-source rectifier,
ranges can be got,
the second harmonic ripple in dc-link has been absorbed.
The capacitor voltage and inductor current of quasi-Z-source
network just exist high frequency ripples. So small capacitance (20)
and inductance of quasi-Z-source are able to suppress the
ripples. The size and weight of quasi-Z-source network with
APF are smaller than that without APF. (21)
In this paper, the simple boost control of quasi-Z-source
network is used [57]. The modulation and the capacitor voltage where εi and εv are current and voltage ripple ratios, respectively.
and inductor current of quasi-Z-source is shown in Fig. 17.
When switch S7 is turned on, the system works in nonshoot-
IV. Experimental Results
through and the inductors charge the capacitors. The inductor
current decreases and capacitor voltage increases, as shown in In this section, a 2.2-kW prototype is designed to verify
Fig. 17. When the switch S7 is turned off, the system works in the proposed new integrated charger. The experimental
shoot-through mode and the inductors discharge the capacitors. setup is shown in Fig. 18. The novel single-phase quasi-Z-
IL1 and VC2 are the average values of inductor current and source integrated charger proposed in this paper uses the
capacitor voltage. ΔIL1 and ΔVC2 are the ripple amplitudes. motor windings as grid-side filter inductors in charging mode.
Based on the quasi-Z-source operation theory, we know that According to the system power, input voltage, the current and
the average voltage of the inductors over one switching period voltage ripples of quasi-Z-source network, output voltage and
should be zero in steady state, so it has the motor parameters, the APF circuit is designed. At last, the
experimental results are given.
SPMSM is used in this system and the motor parameters are
(18) shown in Table I. As the motor windings are used as grid-side
T. NA et al.: A REVIEW OF ON-BOARD INTEGRATED ELECTRIC VEHICLES CHARGER AND A NEW SINGLE-PHASE INTEGRATED CHARGER 295

Vs (100 V /div ) Ia (30 A /div ) IL 1 (5A/div)

V C 2 (50V/div)

t (20 ms/div) t (10 ms/div)

Fig. 19. Grid-side current and voltage. Fig. 20. Experimental results without APF: L1 current and C2 voltage.

filter inductors, the inductance of motor windings is important

to charger under charging mode. According to (1), we can IL 1 (2A/div)
know that the inductance of each phase is Laa + Mab0. And it has
2Mab0 ≈ Laa ≈ Laa0 = 1/2(Ld + Lq). Therefore, in this system the
inductance of each phase is about 1 mH. And the equivalent
grid-side filter inductance is 1.5 mH using the proposed
integrated charger. V C 2 (50V/div)
Then we need calculating the APF parameters. The input
peak voltage is Vm = 146 V. As the rated current of SPMSM is
20.5 A, the input current should be lower than 20.5 A. So the
peak current is chosen Im = 29 A. The grid-side filter inductor
is La = 1.5 mH. The resonant frequency range is 100 Hz to
1000 Hz. According to (17), it has the maximum value of C3 is t (10 ms/div)
635 μF. To increase the power density of the system, the larger
capacitor is better. And the current ripple of C3 shouldn’t be Fig. 21. Experimental results with APF: L1 current and C2 voltage.
too high, the resonant frequency is chosen as 300 Hz. We can
get the value range of C3 is 436 μF ≤ C3 ≤ 617 μF. Based Before grid-connected Grid-connected Grid-side voltage (50A/div)

on practical considerations, we choose 560 μF as capacitor C3 Grid-side current (10A/div)

value and 0.5 mH as inductor L3 value.

Because the application of APF circuit, the quasi-Z-source
network only needs suppressing the carrier frequency ripples
of inductor current and capacitor voltage. According to (20)
and (21), the ripple ratios are chosen as εi = 20% and εv = 1%.
Then it can get the minimum inductance and capacitance of
quasi-Z-source network are 0.84 mH and 133 μF, respectively.
Inverter output voltage (50V/div)
The designed quasi-Z-source network parameters are suitable t (20 ms/div)
for integrated charger system. As the electric vehicle’s power
is larger than the charging power, the quasi-Z-source network Fig. 22. Grid-connected experimental results: grid-side current and voltage
parameters designed for traction mode are also suitable for that and inverter output voltage.
in charging mode. In this paper, to verify the theory, 1 mH and
140 μF are chosen as inductance and capacitance of the quasi- the ripples. The cost and volume of system will increase. While,
Z-source network. the current and voltage ripples are reduced when the APF circuit
The grid-side current and voltage waveforms are shown in is used. Fig. 21 shows the current and voltage of the quasi-Z-
Fig. 19. The total harmonic distortion (THD) of the grid-side source network. We can see that the ripples of the current and
current is 1.46%. And the system can works with unit power voltage have been suppressed. The APF absorbs all second
factor. harmonic ripples.
Fig. 20 gives the experimental results when the system does The integration technologies in motor drives is introduced in
not use the APF. The inductor current ripple and capacitor [58]. The integrated system proposed in this paper also achieves
voltage ripple of quasi-Z-source network are very large. The integration in motor drives.
power losses of inductors and capacitors are high and the Fig. 22 gives the grid-connected experimental results. When
voltage stress and current stress of main switches are also very the system works in V2G mode, the grid-side voltage and
high. Large inductance and capacitance are needed to suppress current are with the same phase. And the power factor is 0.992.
296 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO. 4, DECEMBER 2019

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298 CPSS TRANSACTIONS ON POWER ELECTRONICS AND APPLICATIONS, VOL. 4, NO. 4, DECEMBER 2019

Tuopu Na received the B.S. and M.S. degree in Jiaqi Tang received the B S. degree in 2016 from
Electrical Engineering from the Harbin Institute of the Harbin Institute of Technology (HIT), Harbin,
Technology, Harbin, China, in 2012 and in 2014, China, where he is currently working toward the
respectively. Ph.D. degree with the Department of Electrical
He is current a Ph.D. in the School of Electrical Engineering. He was focused on power electronics
Engineering, Harbin Institute of Technology, Harbin, and electrical drive systems during his studies. His
China. His research interests include electric vehicle current research interests include the analysis, design,
integrated charger, Z-source converter/inverter, V2G optimization, and control of wireless power transfer
technology, etc. systems.

Xue Yuan was born in Heilongjiang Province, China. Qianfan Zhang was born in Heilongjiang province,
She received the B.S. degree in Electrical Engineering China. He received B.S. and Ph.D. from the Harbin
from the YanShan University, Hebei, China, in 2018. Institute of Technology, Harbin, China, in 1999 and
She has been working toward the M.S. degree at 2004, respectively, both in Electrical Engineering.
Harbin Institute of Technology, China, since 2018. She In 1999, he joined Department of Electrical
specializes in the research field of power electronics Engineering in Harbin Institute of Technology as a
for electric vehicle applications. faculty. He is a professor since 2010. His research
interesting includes electric machine and drives,
power electronics applied on EV, HEV, integrated
charging system, and wireless power transfer system.