A THREE PHASE INTEGRATED

ON-BOARD CHARGER FOR PLUG IN

ELECTRIC VEHICLES

SEMINAR REPORT
SUBMITTED IN PARTIAL FULFILLMENT OF THE
REQUIREMENTS FOR THE AWARD OF DEGREE OF

BACHELOR OF TECHNOLOGY
in

ELECTRICAL AND ELECTRONICS ENGINEERING

of

UNIVERSITY OF CALICUT
by

NITHIN K
Univ. Reg.No. VEAOEEE044

(AN ISO 9001:2008 CERTIFIED INSTITUTION )

Department of Electrical and Electronics

Vidya Academy of Science & Technology
Thalakkottukara, Thrissur - 680 501
( http://www.vidyaacademy.ac.in)

March 2018
 Department of Electrical and Electronics
Vidya Academy of Science & Technology
Thalakkottukara, Thrissur - 680 501
(http://www.vidyaacademy.ac.in)

(AN ISO 9001:2008 CERTIFIED INSTITUTION )

Certificate
This is to certify that the seminar report titled “A THREE PHASE INTEGRATED
ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES ” is a bonafide
record of the work carried out by NITHIN K (Univ. Reg.No. VEAOEEE044) of
Vidya Academy of Science & Technology, Thalakkottukara, Thrissur - 680 501 in partial
fulfillment of the requirements for the award of Degree of Bachelor of Technology in
Electrical and Electronics Engineering of University of Calicut, during the academic
year 2017-2018.

Seminar Guide/Supervisor Head of Department

Prof.REMANI.T Prof.REMANI.T
Dept. of EEE Prof., Dept. of EEE
A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

Acknowledgement

I wish to record my indebtedness and thankfulness to all those who helped me to

prepare this report titled “A THREE PHASE INTEGRATED ON-BOARD CHARGER
FOR PLUG IN ELECTRIC VEHICLES ” and present it in a satisfactory way.

First and foremost I thank God Almighty for His providence and for being the
guiding light throughout the seminar.

I would like to thank my guide Prof.REMANI.T, Head of Electrical and Electron-

ics Engg. Dept. for providing critical inputs in the preparation of this report. I also thank
all other faculty members in our department for their guidance.

I am thankful to our Principal Dr. SUDHA BALAGOPALAN, for her sole co-
operation.

Finally, I would like to extend my sincere gratitude to friends who have always
been helpful, in preparing and presenting the report and in the discussion following the
presentation.

NITHIN K
Reg. No. VEAOEEE044
Eight Semester B.Tech ( 2014 Admissions)
Vidya Academy of Science & Technology
Thrissur - 680 501.

March 2018

Department of Electrical & Electronics Engg. i VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

Abstract

A three-phase onboard charger integrated with the propulsion system of a plug-in electric
vehicle (PEV) is presented. It is constructed by connecting a three-phase power electron-
ics add-on interface, and utilizing the propulsion motor as a coupled DC inductor for the
charger. The charging power level of the proposed charger could be as high as that of
the propulsion system. The charger topology is capable of three-phase power factor cor-
rection (PFC) and regulating the battery voltage/current. Detailed analyses of the circuit
operation and modeling of the circuit are presented. A nearly unity power factor (PF)
and 4.77% total harmonic distortion (THD) are obtained with a maximum efficiency of
92.6%.The proposed three-phase integration method is implemented by directly connect-
ing the proposed small three-phase interface to two terminals of propulsion system. The
propulsion motor is utilized as a coupled DC inductor, and the switches of the traction
converter are utilized to construct the charger. A three-phase interface converter, mainly
composed of switches, has small size. The integrated scheme enables onboard charg-
ing due to the small size of the three-phase add-on interface converter In comparison to
the state of the art, the proposed topology has the following features simultaneously: (i)
three-phase charging at high power level; (ii) no adjustment of the propulsion system;
(iii) extendable to any three-phase propulsion system, and (iv) prevention of rotation of
propulsion machine during charging.

Department of Electrical & Electronics Engg. ii VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

1. INTRODUCTION

Three-phase off-board chargers are widely utilized for DC fast charging of plug-in elec-
tric vehicles (PEVs) . However, the high-power three-phase off-board chargers are bulky
and expensive. Since PEVs utilize high-power three-phase propulsion systems with sim-
ilar power levels and power components in comparison to off-board chargers, propulsion
systems can be integrated with off-board chargers so that the infrastructure requirement
for three-phase fast charging would be simplified to only a three-phase power electron-
ics interface, which is small enough to be installed onboard.Various integrated chargers
have been investigated, as surveyed in. Most of the existing integrated charging methods
are designed for single-phase integrated charging . However, the power level of inte-
grated single-phase charging is limited by the capacity of the single-phase outlet. For
three-phase integrated chargers, several approaches have been investigated in previous
research. Though some approaches have simple structures for integrated charging, EV
propulsion systems need to be modified or specially designed to implement integrated
charging. This impedes the wide utilization of these integrated chargers
A number of topologies were available for charging of PEVs. Various topologies
among them are.
S. Haghbin,et al [2], An integrated motor-drive-and-charger system based on an in-
duction machine was patented in 1994 by AC Propulsion Inc. and is currently in use in
the car industry. The main idea is to use the motor as a set of inductors during charging
time to constitute a boost converter with the inverter to have unity power factor opera-
tion. A conventional three-phase pulse width modulation (PWM) scheme is used in the
drive-mode operation of the system to generate the desired motor speed and torque. In
the battery-charging mode, the PWM scheme with current control is employed to charge
the battery with unity power factor capability.
N. Sakr et al [3], In the traction mode, a 3H-bridge topology is used with a dc/dc

Department of Electrical & Electronics Engg. 1 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

converter. The dc/dc converter consists of an inductor L and two switches. The inverter
dc bus voltage is 900 Vdc while the battery voltage is maximum 420 Vdc for the proposed
system. With a traction power of 40 kW, it is possible to charge the battery with 30-
kW power in this proposed scheme. There are two 3-phase boost converters sharing a
common dc bus. By using a split-winding conguration and regulating the same current
in the same phases of two boost converters, the developed stator magneto motive force of
the machine is eliminated. Therefore, there is not any rotational magnetic eld in the motor
during charging. The proposed charger is a high-power non isolated version capable of
unity power factor operation. There is no need to use a switch like contactor for the
charger-to-grid connection. A plug can be used for this purpose.
Subotic and E. Levi et al [4], By adding an extra winding that is tightly coupled to the
switched reluctance stator windings, it is possible to use it as a step-down transformer.
Different versions of single-phase integrated chargers reported by Pollock et al. are based
on this principle. The grid supply is rectied by a diode rectifier module to provide a dc
link at the SRM grid-side winding (high-voltage winding). By switching S1, it is possible
to have a y back converter or a forward converter by the use of the SRM driver converter
(switches S2 and S3, including their antibody diodes).The SRM grid-side windings have
more turns compared to its main winding to adjust battery voltage level and grid voltage.
The unity power factor operation is not feasible in this conguration. The machine core
losses are high since the switching frequency is high compared to the 50-Hz nominal
frequency. Thus, the system efficiency is not high, and in one example, it was reported
to be 25 percent. The switching frequency of the back converter is 1.1 kHz for charge
operation. The motor iron lamination is not suitable for high-frequency operation, so it is
tried to keep the switching frequency low. The original application was low-power appli-
cations like electric shavers, but the topology improved to be used in vehicle application
too. The extra winding and switch S1 can drive the machine from the main in the electric
shaver application.
Most of the existing integrated charging methods are designed for single-phase inte-
grated charging. However, the power level of integrated single-phase charging is limited
by the capacity of the single-phase outlet. Though some approaches have simple struc-
tures for integrated charging, EV propulsion systems need to be modified or specially
designed to implement integrated charging. This impedes the wide utilization of these

Department of Electrical & Electronics Engg. 2 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

integrated chargers.
A Three-Phase Integrated Onboard Charger proposes a simple method of integration
without any adjustment of the widely-used PEV three-phase propulsion systems. Con-
ventional three-phase propulsion systems can be directly used for three-phase integrated
charging without providing any additional terminal or reconfiguration. The proposed ap-
proach is easily applicable for all the electric vehicles in market with three-phase propul-
sion systems, especially for PEVs already sold and running on road. Such conventional
PEVs do not need to have the propulsion systems redesigned and reinstalled to implement
three-phase integrated charging at high power level. Moreover, the proposed integrated
charging approach does not affect the design of conventional three-phase propulsion sys-
tems and the performance of vehicle during propulsion

Department of Electrical & Electronics Engg. 3 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

2.TOPOLOGY OF PROPOSED INTEGRATED CHARGER

The proposed three-phase onboard charger is constructed by directly connecting an add-

on three-phase interface to the propulsion system, as shown in Figure 1. At the DC side of
the interface, the positive terminal, p point, is connected to one of the propulsion motors
phase-terminals (phase-A terminal used in Fig.1, while the negative terminal, n point,
is connected to the negative terminal of the inverters DC-link. The proposed scheme is
applicable to any three-phase propulsion system with feasible access to phase terminals
(a, b, c) of propulsion motor.

1.Topology of proposed charger

Though the two switches in leg S7 /S8 are disabled during charging, the body diode
DS8 in leg S7 /S8 conducts motor-winding currents when all switches, S1 -S6 , in the inter-
face are turned off. Due to DS8, the interface needs no freewheeling diode at the DC side.
Thus, the leg S7 /S8 is necessary in charging mode. Galvanic isolation is implemented by
an off-board transformer, which is the main part of the off-board electric vehicle sup-
ply equipment (EVSE) . This transformer can be eliminated if the three-phase supply
infrastructure of the EVSE provides galvanic isolation.

Department of Electrical & Electronics Engg. 4 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

2.1 Model of AC Propulsion Motor

Since PMSMs are dominant electric propulsion motors for PEVs due to the advantages
in terms of high power density, high efficiency and light weight/volume ratio , the the-
oretical analysis is based on PMSM-based propulsion systems. The obtained results are
also extendable to propulsion systems based on other types of propulsion motors. For
PEV applications where efficient operation is required at high rotating speeds (1400rpm
1500 rpm or even higher), PMSMs with round-rotors are preferred rather than salient-
pole PMSMs . The general mathematical model of a three-phase PMSM is utilized based
on two assumptions: i) stator windings magneto-motive forces (MMF) are sinusoidally
distributed; and ii) eddy current and hysteresis effects are neglected. For a PMSM, ia , ib
and ic are instantaneous motor-winding currents in stator; va, vb and vc are instantaneous
stator phase voltages; Rs is the stator resistance; Laa , Lbb andLcc denote a-axis, b-axis
and c-axis stator self-inductances; and Lab ,Lac and Lbc are mutual inductances represent-
ing the coupling effects among three-phase stator windings. Ms=-(Lab +Lbc +Lac )/3 is the
average mutual inductance. In the d-q equivalent model of a PMSM, the d-axis and q-
axis stator equivalent inductances (Ld and Lq ) can be represented by three-phase self and
mutual inductances . e is the electrical angle between A-axis and q-axis. In the case of
a round rotor, the d-axis and q-axis stator equivalent inductances,Ld and Lq , are equal to
each other. Assume that in stationary condition θe = π/2, where d-axis is aligned with
A-axis. Thus, the electrical dynamic equations in terms of instantaneous stator phase
voltages va , vb andvc can be written as in

dia
va = Rs ia + (Laa + Ms ) (1)
dt
dib
vb = Rs ib + (Laa + Ms ) (2)
dt
dic
vc = Rs ic + (Laa + Ms ) (3)
dt
Based on this , in stationary condition each phase serves as a discrete inductor with
the equivalent inductances Lph , expressed as, Lph =Laa +Ms Therefore, in stationary con-
ditios, the mutual effect appears between phase-B and phase-C; however, it has no influ-
ence on phase-A. Therefore, the equivalent inductance of the motor can be derived base

Department of Electrical & Electronics Engg. 5 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

on the self-inductance and the mutual inductance. According to Park transformation,

motor-winding currents in d-axis and q-axis, id andiq , can be derived as,

2
id = [ia sinθe + ib sin(θe − 2π/3) + ic sin(θe + 2π/3)] (4)
3
2
iq = [ia cosθe + ib cos(θe − 2π/3) + ic cos(θe + 2π/3)] (5)
3
During charging, the average motor-winding currents in phase-B and phase-C are equal.
Based on above equations, the electromagnetic torque Te can be derived as,

3 1
Te = [λa ia cosθe + (Lq − Ld )ia − 2sin(2θe )] (6)
2 2
According to above equation, the force generated by the magnetic flux of the perma-
nent magnets and the stator phase currents enforce the electrical angle to be locked at
π/2, where the rotor is aligned with A-axis. Therefore, there is no movement of the rotor
during charging. According to Equation of torque , the force generated by the magnetic
flux of the permanent magnets and the stator phase currents enforce the electrical angle to
be locked at π/2, where the rotor is aligned with A-axis. Therefore, there is no movement
of the rotor during charging.

Department of Electrical & Electronics Engg. 6 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

2.2 OPERATION PRINCIPLE OF 3-PHASE CHARGING

In a gird period, 12 sectors are divided with each sector having 30 degree . In each sector,
two largest line-to-line mains voltages are selected to form the output voltage. The time
intervals of line-to-line voltages are calculated based on the modulation ratio and the
input phase voltages.
A. MODULATION SCHEME
The switching-loss optimized modulation scheme is utilized to obtain the minimum and
stair-shaped voltage steps during transition of operation modes, resulting in the minimum
switching loss. The voltage steps in a switching period of sector I are shown. The same
duty ratio is sent to both switches of a bridge leg in the interface. The conduction of the
upper switch or lower switch is determined by the polarity of corresponding input phase
voltage. The duty ratios for bridge legs are calculated as

Vi
δi = M (7)
VN pk

where, M is the modulation ratio, ranging from 0 to 1 , δi is the corresponding duty

ratio ( i= A, B, or C).

Fig 2. Switching scheme

The three-phase interface enables (power factor correction) PFC. The input phase
currents are formed by the motor-winding current, . With time-intervals given in the in-
stant control at each time interval ensures the input phase currents are in phase with the
input phase voltages. For example, in Sector I, the line-to-line voltages VAB and VAC
are used to regulate the output voltage. The corresponding time intervals are δB areδC ,
respectively. The input phase currents are expressed as,

Department of Electrical & Electronics Engg. 7 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

in a = Ia (δB + δC ) (8)

in b = −Ia δb (9)

in c = −Ia δc (10)

Based on above equations, the input phase currents are proportional to the input phase
voltages with unity power factor.
B. OPERATION MODES
For each sector, there are six operation modes. Due to the symmetry of the 12 sectors,
only Sector I from 0-30 degree is discussed here. In Sector I, the input phase voltages
have relation as

Va>0>Vb>Vc (11)

, and the six operation modes are shown in Figure. All the switches have the same
switching frequency for EMI consideration.
In mode I, switches S1 and S6 in the interface are turned on, and switches S10 and S11
in the inverter are turned on, as shown in Fig. 3 (a). The voltage between p and n points,
Vp n , is equal to the line-to-line voltage Vac. The voltage over La and Lb is VAC ,
while the voltage over La , Lc is Vo -VAC . In mode II, switches S1 and S4 are turned on,
and switches S10 and switch S11 are turned on. The voltage over the La andLb is VAB ,
while the voltage over La and Lc is Vo -VAB .
In mode III, all the switches, S1 - S6 , in the interface are turned off, but switches, S10
and S11 , in the inverter are turned on. ib circulates in a current loop though the inductors
Lb and La . ia flows thought the body diode DS8 . The voltage over the La and Lb is 0,
while the voltage over La and Lc is -Vo . In mode IV, switches, S1 - S6 , in the interface
are kept off, and switches, S9 and S12 , in the inverter are turned on. ic circulates in a
current loop though the inductors Lc and La , and ia flows thought the body diode DS8 .
The voltage over La and Lb is -Vo , while the voltage over La and Lc is 0. In mode V,
switches, S1 and S4 , are turned on, and switches, S9 and S12 , are turned on. The voltage
over La and Lb is Vo - VAB , while the voltage over La and Lc is VAB . In mode VI,
switches, S1 and S6 , are turned on, and switches S9 and S12 are turned on. The voltage

Department of Electrical & Electronics Engg. 8 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

over La and Lb is Vo - VAC , while the voltage over La andLc is VAC .

Fig 3. Operation modes of proposed charger

C. INDUCTION CURRENT RIPPLE

The phase-A motor-winding current, ia , is the sum of motor-winding currents ib and ic
. Since ia is directly applied to form the mains currents, the ripple of phase-A motor-
winding current, , can directly affect the ripples of mains currents. Due to symmetry

Department of Electrical & Electronics Engg. 9 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

of sectors, is calculated in Sector I. Based on the fore mentioned analysis of operation

modes,∆ia is expressed as equation

MT
δia = (−voV a + 2vc2 ) (12)
2L( ph)VN pk
where, T is the switching period; D is the duty ratio of the interleaved boost stage. The
input phase voltages va and vc are subject to,

1
va = VN pk cosθ, 0 < θ < π (13)
6
1
vc = VN pk cos(θ − 2π/3), 0 < θ < π (14)
6
Based on this, ia is the minimum when D is equal to 0.5 with other parameters as con-
stants. In order to minimize the size of the EMI filter, the integrated charger should be
controlled to ensure the minimum input current ripple. Thus, the duty ratio of the inter-
leaved bridge legs in the inverter is fixed at 0.5.
D.VOLTAGE/CURRENT STRESSES AND RMS CURRENTS
The RMS value is calculated through integration over the switching period and the power
mains period. For example, the RMS current through switch S1,Is1,RM S , is calculated as

IN pk 2
Z Z
2 1
Is1,RM S = ( i2a dt)dθ = (15)
Ts Mπ
Similarly, the RMS value of the diode current can also be calculated.Table 1 lists the
current ripple of motor-windings, voltage/ current stresses, and RMS values of semicon-
ductor currents

Parameter value
Current stress of switch in interface √IN pk
Voltage stress of switch in interface 3VN pk
IN pk
Rms current √
Mπ
Current stress of series diode √ pk
I N
Voltage stress of series diode 3VN pk
IN pk
Rms current of series diode √
Mπ

Table 1: Theoretical analysisof the parameters

Department of Electrical & Electronics Engg. 10 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

2.3 HARDWARE SETUP

A 3.3-kW scaled-down proof-of-concept prototype is built and tested to verify the pro-
posed integrated charging approach, as shown in Fig. 11. A 3-phase, 8-pole round-rotor
PMSM is utilized as a three-winding coupled inductor in charging mode. Each phase
winding has 1.2-mH self-inductance and 0.5-mH mutual-inductance between two phase
windings. The propulsion system utilizes a three-phase inverter with six IGBTs. The
power level can be handily increased to a higher power level if a high power level power
source is available.

Fig 4. Test bed for proposed charger

For a conventional three-phase buck-type AC-DC converter, majority of size and

weight comes from the bulky DC inductor and the bulky DC capacitor, which serve as
energy storage. In comparison, the EMI filter has much less size and weight, especially
at high frequency operation. For the proposed integrated charger, the DC inductor and
the DC capacitor are removed by using motor windings and the DC-link capacitor of
inverter.

Department of Electrical & Electronics Engg. 11 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

3. CONCLUSION

In this seminar, a three-phase integrated onboard charger based on a three-phase propul-

sion system is proposed for PEVs. The integration method is simple without any adjust-
ment of the PEV propulsion systems by directly connecting the proposed add-on three-
phase interface to a PEV propulsion system. The propulsion motor serves as inductor
during charging. Operation modes are discussed, and equivalent model of the circuit is
built. The influence of motor inductance on the stability of the system is analyzed by
using the bode plot and root locus plots. The proposed integrated charging system is
verified through a 3.3-kW proof-of-concept prototype with a 3-phase, 8-pole round-rotor
PMSM. A nearly unity PF and 4.77% THD is acquired at full load with 92.6% efficency

Department of Electrical & Electronics Engg. 12 VAST, Thalakotukara

A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES

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[3] . Sakr, D. Sadarnac, and A. Gascher, A review of on-board integrated chargers for
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[4] . M. Slicker, Pulse width modulation inverter with battery charger, U.S. Patent 4
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Department of Electrical & Electronics Engg. 13 VAST, Thalakotukara

Department of Electrical and Electronics
Vidya Academy of Science & Technology
Thalakkottukara, Thrissur - 680 501
(http://www.vidyaacademy.ac.in)