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Abstract—A ZVS bi-directional dc-dc converter for which is composed of an isolated boost converter and a bridge
vehicular electronics is analyzed in this paper. As a kind of converter. V1 side connected with battery or load is interlaced
current-voltage hybrid converter, the converter is boost topology consist of inductor L1 and L2, and switch S1
composed of an isolated boost converter and a bridge and S2(including their body diodes D1 and D2, and their
converter. The principle of soft switching is presented in intrinsic capacitors), which can be defined as low voltage side.
detail. The boost inductor is designed appropriately to V2 side connected with high voltage supply or load is bridge
satisfy the ZVS for all power devices. A control scheme topology consist of switch S3, S4, S5 and S6(including their
adopting one port voltage regulated and another port body diodes D3, D4, D5 and D6, and their intrinsic capacitors),
current regulated is proposed to realize the energy which can be defined as high voltage side. Flyback
conversion in bi-directional freely. A prototype rated 12 transformer NF1 NF2 and diode DF1 DF2 make up of the startup
V/42 V bi-directional dc-dc converter adopting the current restriction circuit.
proposed control scheme is tested. The simulation and
experimental results convince the high steady state and i1 D F1 i F1 DF2 i F2 D3 C3 D4 C4
dynamic state performance of the converter. L1 L2 S4
N F1 N F 2 S3
i L1 iL2
I. INTRODUCTION
V1 C11 C 22 V2
In future vehicles, 42 V dc bus power systems will be N1 N2
applied and become mainstreams gradually [1]. It is a long
D1 C1 D2 C2 D 5 C5 D6 C 6
time to alter the rated voltage of applications for vehicles from
S1 S2 S5 S6
current 14V to 42V, so 14V and 42 V dc power systems will
coexist in the next period of time. The 14 V/ 42 V dc-dc
converter using for vehicular electronics is required[2]. The
bi-directional dc-dc converters (BDC)[3,4] have to be Fig.1 main circuit topology
employed to accomplish the following functions: a) when the D is defined as the duty ratio of S1. The D of S1 and S2 is
integrated starter/generators operate in generator mode, the interlaced and phase shifted 180o. When D > 0.5 , the duty
BDC can charge 12V batteries, b) when the loads fluctuate,
ratio of S1 is inversion of the duty ratio of S3 and S6, and the
the BDC can control the direction of power flow to balance
duty ratio of S2 is inversion of the duty ratio of S4 and S5.
the loads, c) if the battery voltage is lower at start-up, the BDC
When D < 0.5 , S1 S4 and S5 switch at the same duty ratio, and
can realize the jump-start by the 12V battery on own or other
S2 S3 and S6 switch at the same duty ratio.
vehicles. The main technical requirements of the BDC are: 1)
As shown in fig.2, the drive signals are generated for all
larger rated power conversion, 2) realizing the energy
switches.
conversion in bi-directional freely, 3) adopting higher
switching frequency ( ≥ 100 kHz) to reduce bulk and weigh,
and with higher conversion efficiency.
In this paper, a ZVS BDC composed of an isolated boost
converter and a bridge converter is designed to work as
current-voltage sourced mode. The inductor current can flow
in bi-direction at the appropriate inductor value and all power
devices can satisfy the ZVS in any energy conversion
direction. Snubber capacitors connected with power devices in
parallel can limit the voltage surge. The boost inductor
designed as flyback transformer can restrain the surge current
when the converter operates at start-up. Fig.2. Generation of the drive signal
Lσ C1 4nC 3V 2
Lσ C 1 4nC 3V 2
shown in fig.3.
Mode 4(t3-t4): At t3, the voltage on S3 and S6 descend to
zero, D3 and D6 turn on. The voltage on S3 and S6 is clamped
Fig.3 Waveforms in Boost Mode
at zero. At t4, S3 and S6 turn on with zero voltage and the
mode finished.
Mode 1(t0-t1): Before t0, switch S1 and S2 turn on and the Mode 5(t4-t5): The current iL1 descends linearly to zero at
currents on L1 and L2 rise linearly. At t0, the current i L1 t5.
is I L1 max (the variation in the dead time is neglected) and it Mode 6(t5-t6): The current iL1 descends linearly from zero,
charges C1, the voltage on switch S1 increasing linearly. correspond to increase in the reverse direction. At t6, S3 and S6
I turn off.
v C 1 = L 1 max (t − t 0 ) (1) Mode 7(t6-t7): When S3 and S6 turn off, the inductor current
C1
i L1 charges C 3 and C 6 and discharges C 4 and C 5 , the
N1
When VC1 increases at V 2 ( n= , N 1 N 2 is the voltage on the capacitor vary in linear.
n N2 I L 1 min
vC3 = vC 6 = 2 n (t − t ) (6)
primary and secondary ratio of the transformer), mode 1 C3 6
VC
finished. It covers t 01 = 2 1 . I L 1 min
nI L1 max vC 4 = vC5 = V2 − 2 n (t − t ) (7)
6
C3
Mode 2(t1-t2): From time t1, the current begins to divert
from the snubber circuit to the transformer primary N1, the When the voltage on S3 and S6 reach to V 2 , mode 7
leakage of transformer begins to parallel resonant with C1, the 2
current in primary transformer and the voltage on C1 is: nV 2 C 3
finished. It covers t 67 = .
i p (t ) = I L1max[1− cosω1 (t − t1 )] (2) I L1 min
V2 Mode 8(t7-t8): At t7, the current of N2 decreases and the
vC1 (t ) =+ I L1 max Z1 sin ω1 (t − t1 ) (3) current of N1 decreases accordingly. Till t8, i s = I L1min =0. In
n n
Where ω 1 = 1 is the resonant angular frequency of this mode, C 3 , C 6 , C 4 and C 5 and the leakage inductor
Lσ C1
L'σ of N2 are resonant in series. The voltage on S3 and the
Lσ and C1 ; and Z 1 = Lσ is the characteristic impedance
C1 current of N2 are:
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V2 1 V2 1
v C 3 (t ) = + I L1 min Z 2 sin ω 2 t (8) vC 4 (t8 ) = − I L1min Z 2 (12)
2 2n 2 2n
1 The time of this mode is π L'σ C 3
i s (t ) =
I L1 min cos ω 2 t (9) t 78 =
2
n
Mode 9(t7-t9): From t7, the current of primary N1 decreases,
Where ω 2 = 1 is the resonant angular frequency of C1 discharges. Till t9, the voltage on C1 is zero.
L'σ C 3
The mode 8 and the mode 9 happen at the same time t7. The
'
L' σ and C 3 ; Z 2 = Lσ is the characteristic impedance time t78 can be longer or shorter than t79, even equal to t79.
C3 When the time is equal, the equation (13) must be satisfied:
of L' σ and C 3 . T2
V2
The voltage on the S4 can also be obtained as: ∫ 4
I L1min(1− cosω2t )dt = C1 (13)
0 n
V 1
v C 4 (t ) = 2 − I L1 min Z 2 sin ω 2 t (10) 1 n(π − 2 )
2 2n ω2 = = I L1 min
Lσ C 3
' 2C1V 2
1
After T ( T2 = 2π L'σ C 3 ), the resonance in series 1 n(π − 2 )
4 2 When > I L1 min , t78 is shorter than t79, which is
finishes and the current of secondary N2 is zero at t8. The '
Lσ C 3 2C 1V 2
voltage on S3 and S6 is: shown in fig.3.
V2 1
v C 3 (t 8 ) = + I L1 min Z 2 (11)
2 2n
The voltage on S4 and S5 is:
i1 D 3 C3 D4 C4
L1 L2 S3 S4
i L1 iL2
V1 C11 C 22 V2
N1 N2
D1 C1 D2 C2 D5 C5 D6 C 6
S1 S2 S5 S6
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Mode 10(t9-t10): At t9, the voltage on S1 descends to zero, i1 D F1 i F1 DF2 iF2
(c) (d)
Fig.6 Equivalent circuits in startup Mode (D<0.5)
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IV. DESIGN OF THE BDC value is 42 V, L1 = L2 =3.7 µ F, main transformer ratio is
A. Duty ratio design n = 1, flyback transformer ratio nF = 7/6, C11 = 2000 µ F,
The steady voltage equation of converter is: C22 = 2200 µ F, C1 = C2 = 68 nF, C3 = C4 = C5 = C6 = 22
V2 n nF ,switching frequency is 100 kH Z .
= (14)
V1 1− D The prototype of the BDC is developed. The experiment
Where D is the duty ratio of S1 or S2 . When the circuit parameter is: V1 is six rated 2 V batteries in series, V2 rated
operate in steady state, the duty ratio should be satisfied value is 42 V, L1 = L2 =3.7 µ H, main transformer ratio is
D > 0.5 . In order to decrease the rated current of power n = 1, flyback transformer ratio nF = 7/6, C11 = 2000 µ F,
devices and decrease the ratio of the transformer, the duty
C 22 = 2200 µ F, C1 = C 2 = 68 nF, C 3 = C 4 = C 5 = C 6 = 22
ratio can be selected larger.
nF ,switching frequency is 100kH Z . Switches S1 and S2 are
B. Inductor design
IRFP2907 ( VDSS = 75 V, R DS( on) = 4.5 mΩ ) and switches S 3 ,
An appropriate value of inductor L1 = L2 can realize all
S 4 , S 5 , S 6 are IRFP150N( VDSS = 100 V, R DS(on) = 36 mΩ ).
power devices ZVS. The equation (15) must be satisfied:
V ⎛V 2 − V ⎞ Schottky diodes D F1 and D F2 are MBR20100.
⎜ ⎟
L1 <
1
⎝ n 1
⎠ (15)
V A. Boost mode
f I1 2
S n
Where I 1 is the average value of the inductor current at the Fig.8 shows the steady state simulation and experimental
waveforms in boost mode, in which from up to bottom are
maximum converter power and f S is the switching
inductor current i L1 , the gate drive signal of S1 , voltage
frequency.
across the drain and source on S1 , the gate drive signal of S 6 ,
C. Snubber capacitor design voltage across the drain and source on S 6 , respectively, at
In order to realize ZVS, the delay time t d 1 of the turn on low voltage port V1 =12 V, high voltage port V2 =42 V, high
time of S 3 and S 6 relative to the turn off time of S1 should voltage port power P2 =107 W.
be satisfied as: From fig.8, it can be seen that i L1 commutates between
t 01 + t 13 ≤ t d 1 ≤ t 05 (16) positive and negative, and the average value of it is larger than
zero, S1 and S 6 can realize ZVS. The simulation and
t 67 + t 79 ≤ t d 2 ≤ t 6 ,11 (17)
experimental results convince that all power devices can
where t d 1 depends on the current I [7] ull load in
'
L1 max realize ZVS at boost mode.
buck mode, and t d 2 depends on the current I L1 min at full
B. Buck mode
load in boost mode.
The directly paralleled snubber capacitor on switches can Fig.9 shows the steady state simulation and experimental
restrain the voltage spike caused by the transformer leakage waveforms in buck mode, in which from up to bottom are
inductance. The larger snubber capacitor value will increase inductor current i L1 , the gate drive signal of S1 , voltage
the current I L' 1 max and I L1 min to achieve ZVS, which leads across the drain and source on S1 , the gate drive signal of S 6 ,
to the increasing conduction loss. The parameters of voltage across the drain and source on S 6 , respectively, at
inductance and snubber capacitor can be designed low voltage port V1 =13.4 V, high voltage port V2 =48 V, low
synthetically according to the peak value of switch voltage voltage port power P1 =110 W.
and conduction loss.
From fig.9, it can be seen that i L1 commutates between
D. Flyback inductor design positive and negative, and the average value of it is less than
In startup stage, the flyback inductor supplies the zero, S1 and S 6 can realize ZVS. The simulation and
freewheeling circuit for the inductor. When the converter experimental results convince that all power devices can
works in steady state, the flyback inductor doesn’t operate. realize ZVS at buck mode.
The ratio of flyback inductor can be designed as: According to the theoretical analysis, we know that the
V 2 (18)
nF
< switches are relatively difficult to realize ZVS at full load.
V − V
2
n 1 Fig.8 and fig.9 show the converter operating waveforms at full
load, which illustrate that all switches can realize ZVS at any
operation state.
V. SIMULATION AND EXPERIMENTAL RESULTS
The simulation model of the BDC is built up in Saber. The
simulation parameter is: V1 rated value is 12 V, V2 rated
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(a)simulation waveforms (b)experimental waveforms
Fig.8 Waveforms of Boost Mode
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(a)simulation waveforms (b)experimental waveforms
Fig.11 Start up process of Boost Mode
VI. CONCLUSION
A ZVS BDC is proposed in this paper. Designed appropriate
inductor value and dead time, the converter can realize all
power devices ZVS. A startup circuit adopting flyback
inductor can restrain the startup current surge in boost
converter efficiently. A novel control strategy adopting one
port voltage regulated and another port current regulated can
realize energy conversion in bi-directional. The control
strategy unifies the control system and simplifies the control
circuit and makes the energy bi-directional conversion free.
Simulation and experimental results convince the high
performance of the ZVS BDC. The converter is suitable for
the applications for the vehicular power conversion.
VII. REFERENCES
[1] Norman Traub.42 V activities at SAE.
http://www.sae.org/42volt/cong02_traub.pdf 2002.3
[2] Arthur Pfaelzer, Maurice Weiner, Art Parker, Bi-directional automotive
42/14 volt but DC/DC converter[C], SAE Future Technology
Conference and Exposition, California, USA.2000:1-14.
[3] John M. Miller, Power Electronics in Hybrid Electric Vehicle
Application[C], IEEE APEC2003:23~29.
[4] Bojrup M,Karlsson P, A lakula M. A dual-purpose battery charger for
electric vehicles[C], IEEE PESC 1998:565-570.
[5] Wang Kunrong, Lee F. C, Lai J. Operation Principle of bi-directional
full-bridge DC/DC converter unified soft-switching scheme and
soft-starting capability[C], IEEE APEC 2000: 111~118
[6] Lizhi Zhu, Kunrong Wang, Fred C Lee, Jih-Sheng Lai, New Start-up
Schemes for Isolated Full-Bridge Boost Converters[J], IEEE Trans.
on PE vol.18 No.4, 2003: 946~951
[7] Gu Yi-lei,Chen Shi-jie, Lv Zheng-yu, et al, Strategy for single switch
DC/DC converters to achieve soft switching[J], Proceedings of the
CSEE, vol.24 No.11, 2004: pp130-133
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