Design and Control of a Bi-directional Resonant

DC-DC Converter for Automotive Engine/Battery

Hybrid Power Generators

Junsung Park, Minho Kwon and Sewan Choi, IEEE Senior Member
Department of Electrical and Information Engineering
Seoul National University of Science and Technology
E-mail: schoi@seoultech.ac.kr


Abstract In this paper a bidirectional DC-DC converter is
proposed for automotive engine/battery hybrid power
generators. The two-stage bidirectional converter employing a
fixed-frequency series loaded resonant converter(SRC) is
designed to be capable of operating under zero-current-
switching(ZCS) turn on and turn off regardless of voltage and
load variation, and hence its magnetic components and EMI
filters can be optimized. Also, a new autonomous and seamless
bidirectional voltage control method that combines two
individual controllers for low voltage side control and high
voltage side control by introducing a variable current limiter is
proposed to provide uninterrupted power to critical AC loads
and reduce the size of the DC bus capacitor. Experimental results
from a 5 kW prototype are provided to validate the proposed
concept.
Keywords hybrid power generator, bidirectional DC-DC
converter, series loaded resonant converter, zero cur-rent switching,
seamless transition
I. INTRODUCTION
Standby or emergency generators are often used as backup
power supplies for buildings, industrial facilities, and power
plants in the event of a loss of utility power [1]. In addition,
remote power generation for military, industrial, and personal
use requires a reliable, compact, and lightweight power
generation system. The diesel generation system has been used
as backup power supplies or remote power generators[2]. Since
the engine generator may not be able to respond to sudden load
changes, energy storage devices should be used along with the
engine generator to level out the erratic changes in power
balance between the generation and load consumption[3][4].
Energy storage device is used along with a bidirectional DC-
DC converter(BDC) in order to match the voltage level and/or
achieve efficient charging and discharging operation[2].
Fig. 1 shows an automotive engine/battery hybrid power
generation system. The BDC is located between the high
voltage DC bus and the low voltage battery which is also
connected to DC loads such as anti-lock brakes, electric power
steering, heated seats, electronic ignition and HVAC in the
vehicle. The DC-AC inverter converts the DC power to AC
power to supply the critical AC load in the vehicle such as
broadcasting equipment of outside broadcast van and
communications equipment of tactical vehicle. The AC-DC
converter converts the AC power from the engine generator to
the DC power, regulating the high voltage DC bus[5]. If the
engine generator is capable of supplying total demanded power
of AC and DC loads, the AC-DC converter will be able to
regulate the high voltage DC bus, and the BDC will deliver the
power from the engine generator to the low voltage side. If the
engine generator is shut down or total demanded power of the
AC and DC loads is greater than the maximum power of the
engine generator, high side bus voltage will drop off to a
voltage depending on the capacitances of the DC bus capacitor.
Then, the BDC is required to take over the regulation duty of
the high voltage DC bus by changing over from V
L
control
(battery charging) to V
H
control (battery discharging) so that it
should be able to deliver power from the battery to the AC
load. Therefore, in order to provide uninterrupted power to the
critical AC loads and reduce the size and cost of the DC bus
capacitor, the transition from V
L
control to V
H
control of the
BDC should be seamless and as short as possible. This is a
crucial performance of the BDC, especially, in the automotive
application where electrolytic capacitors cannot be used due to
limited lifespan and bulky nature[6]-[9]. So far, bidirectional
voltage control methods with seamless mode transition of the
BDC have not been discussed.
The BDC should provide galvanic isolation and high step
up/down voltage conversion ratio in the application where the
low voltage battery is used. Typical topology candidates with

Fig. 1. Automotive engine/battery hybrid power generation system
740 978-1-4799-0482-2/13/$31.00 2013 IEEE
these requirements include half-bridge, full-bridge and push-
pull PWM converters [10][11], dual active bridge(DAB)
converters [12][13], and resonant converters [14]-[17]. The
half-bridge, full-bridge and push-pull PWM converters usually
necessitate passive or active clamping on the low voltage side
with inductors to clamp the surge voltage generated by the
leakage inductance of the transformer. The active clamping
technique makes the converter not only clamp the surge
voltage, but achieve zero-voltage-switching (ZVS) turn on of
all switches. A drawback of the active clamped PWM
converter is high switch turn off losses[18]. The DAB has a
modular and symmetric structure and can achieve ZVS turn on
without auxiliary components. However, the DAB has limited
ZVS range and high circulating currents for applications
requiring wide voltage variation. The ripple current of the DAB
converters is high and especially problematic in the low voltage
application[19]. The bidirectional resonant DC-DC converter
generally sees different resonant tanks in forward and reverse
modes, respectively, resulting in different voltage gains. This
often makes it difficult to satisfy the required voltage gain for
both modes of operation[14][15]. The dual bridge SRC
converter has large current in the resonant tank compared to the
DAB converter[16]. A minimum current operation for the dual
bridge SRC converter has been proposed with a complicated
switching method[17]. The bidirectional CLLC resonant
converter in [14] requires four resonant components to be
designed and therefore has a challenging issue for high volume
manufacturing associated with resonant component tolerances.
In this paper, a two-stage BDC is proposed for automotive
engine/battery hybrid power generators. The proposed two-
stage BDC consists of a non-isolated converter and a fixed
frequency SRC. The SRC is designed be capable of operating
under ZCS turn on and turn off regardless of voltage and load
variation in both forward and reverse operation. A method of
adjusting dead time of the SRC will be presented to minimize
the switch turn on losses associated with energy stored in
MOSFETs output capacitances during the ZCS turn on
process. Also, a new autonomous and seamless bidirectional
voltage control strategy is proposed to provide uninterrupted
power to the critical AC loads and reduce the size of the DC
bus capacitor.
II. PROPOSED BIDIRECTIONAL DC-DC CONVERTER
The proposed BDC consists of two power conversion
stages: a non-isolated converter and a fixed frequency SRC, as
shown in Fig. 2. Since the SRC is operated at fixed frequency
and fixed duty all components can be designed with minimum
voltage and current rating. The non-isolated converter is
operated to regulate either high side voltage V
H
or low side
voltage V
L
according to demanded load power and availability
of the engine generator. Figs. 3 and 4 show key waveforms and
operation states of the proposed SRC, respectively. Mode I
begins with L
r
-C
r
resonance when switches S
H1
and S
L2
are
turned on at t
0
. The angular resonant frequency of the resonant
circuit can be expressed as,
1
2
r r
r r
f
L C
= =

(1)
where resonant inductance and resonant capacitance can be
determined respectively by,
2
2
m ks
r kp
m ks
L n L
L L
L n L

= +
+
(2)
1 2
3
r r r
C C C = + . (3)
It is seen from Figs. 3 and 4 that low side current i
L
(=i
SL2
)
at Mode I(t
0
-t
1
) becomes purely sinusoidal if the on-time duty
cycle is selected such that DT
s
= 0.5f
r
. Then it can be expressed
as,
,
( ) sin
2
L DC
L r
I
i t t

= (4)
Fig. 2. Proposed two-stage bidirectional DC-DC converter
S
H1
, S
L2
i
Lr
v
Lr
v
Cr2
i
SH1
v
SH1
i
SL2
v
SL2
t
0
t
1
t
2
i
Lm
0.5T
s
0
VSH,on
I
Lm,pk
D
d
T
s
T
s
i
SH2
v
SH2
S
H2
, S
L1
v
SL1
i
SL1
t
3
t
4
VSL,off
Near ZCS turn-off Near ZCS turn-on
ZCS turn-off
ZCS turn-on
Near ZCS turn-off ZCS turn-on
ZCS turn-off ZCS turn-on
v
Cr1
VSL,on
IL,pk
DTs=
2fr
1
2
Vi
Vi
VSL,ON
VSH,on
I
SH,off
= I
Lm,pk

Fig. 3. Key waveforms of the proposed SRC
741
Also, voltage across L
m
can be expressed as,
( ) ( )
L
Lm L ks
di
v t n V L
dt
= + (5)
Therefore, from eqns. (4) and (5) the magnetizing current at
Mode I (t
0
-t
1
) can be expressed using i
Lm
(t
0
) = - i
Lm
(t
1
) by,
,
( ) sin
2 2
ks L DC L L
Lm r
r m m m
n L I n V nV
i t t t
L L L

= +


(6)
The resonant current can then be obtained using eqns. (4) and
(6) by,
, ,
( ) sin
2 2 2
ks L DC L DC L L
Lr r
r m m m
n L I I n V nV
i t t t
L L L n

= +


. (7)
Neglecting voltage oscillation after turning on of S
L2
,
voltage across low side switch S
L1
at Mode I (t
0
-t
1
) is
expressed as,
1
( ) 2
L
SL L ks
di
v t V L
dt
= + (8)
The turn off voltage of low side switch can be obtained by,
,
,
2
2
r ks L DC
SL off L
L I
V V

= (9)
It should be noted that V
SL,off
should be greater than zero
for the proposed operation. Therefore, from eqns. (4) and (9)
the secondary side leakage inductance should be limited such
as,
,
4
L
ks
r L DC
V
L
I
< (10)
Switch S
H1
is turned off at t
1
, and turn off current of the
high side switch, I
SH,off
, becomes equal to peak magnetizing
current I
Lm,pk
. Since L
m
is made very large in the proposed SRC,
I
Lm,pk
is very small, resulting in negligible switch turn off losses.
During Mode II, the output capacitors of S
H1
and S
H2
are
charged and discharged, respectively by I
Lm,pk
, as shown in Fig.
3. The charging and discharging operation may not be
completed at the end of Mode II if I
Lm,pk
is not sufficiently large,
which may lead to a non-zero turn on v oltage of high and low
side switches. The turn on voltages of the high and low side
switches can be determined respectively by,
2
,
, 2 2 2
( )
2 2
Lm pk d s
SH on SH i
OSSp OSSs
n I D T
V v t V
n C C
= =
+
(11)
, ,
, 1 2 2
4
( )
2 2 2
Lm pk d s L r ks L DC
SL on SL
OSSp OSSs
nI D T V L I
V v t
n C C

= =
+
(12)
Note that S
H2
and S
L1
are turned on with ZCS, but there
exists turn on losses of high and low side switches associated
with energy stored in MOSFETs output capacitances as
follows[20][21],
2
, ( ) ,
0.5
SH loss on OSSp SH on s
P C V f = . (13)
2
, ( ) ,
0.5
SL loss on OSSs SL on s
P C V f = . (14)
i
L
i
Lr
i
Lm
I
L,DC
(t0~t1)
Mode I
(t1~t2)
Mode II
C
OSSp
C
r2
S
H1
S
H2
L
ks
S
L1
S
L2
n : 1 : 1
V
i L
m
C
r1
C
L
L
ks
Transformer
L
kp
C
OSSp
C
OSSs
C
OSSs
C
OSSp
C
r2
S
H1
S
H2
L
ks
S
L1
S
L2
V
L
n : 1 : 1
V
i
C
r1
C
L
L
ks
L
kp
C
OSSp
C
OSSs
C
OSSs
V
L
L
m
Transformer
a
b
a
b
i
L
i
Lr
i
Lm
I
L,DC

Fig. 4. Key waveforms of the proposed SRC
fs1 (kHz)
50 60 70 80 90 100 110 30 40
Po=1 kW
Po=3 kW
Po=5 kW
G
a
i
n
20
11.0
10.5
10.0
9.5
9.0
12.5
12.0
11.5
1.67 X 10
-4
10.0005
10.0000
9.9995
9.9990
10.0010
fr=
2D
1
fs1
4 0 4 5 50 55 6 0
Operating frequency
(a) (b)
Fig. 5. Voltage gain curve (a) charging mode (b) discharging mode (Po=5 kW,
Vi=280 V, VL=28 V, fs1=48 kHz, n=5, Lr=5.8 uH, Cr=1.88 uF)
t
i
SH
Near ZCS turn-on Near ZCS turn-off
v
SH
Load increase

t
ZCS turn-on
iSL
vSL
ZCS turn-off
Load increase

(a) (b)
Fig. 6. Switch voltage and current waveforms of the proposed SRC (a) high side
switch (b) low side switch
742
However, the turn on losses of the switches may be
considerable in the high voltage application. The turn on loss
P
SL,loss(on)
of the low side switch is negligible since V
SL,on
is
small in this low voltage application, and the turn-on loss
P
SH,loss(on)
of the high side switch is also small due to the two-
stage configuration. In the proposed SRC, P
SH,loss(on)
can further
be reduced by increasing D
d
T
s
and, in turn, decreasing V
SL,on
, as
shown in Fig. 3. However, increasing D
d
T
s
may cause
increased current ratings and undesired resonance, and hence it
should properly be chosen. Therefore, it is noted that both turn
off and turn on switching losses of the proposed SRC is made
negligible in this application.
In the conventional frequency-controlled SRC, in general,
resonant inductance L
r
should be made large to reduce the
switching frequency range. In the proposed SRC, on the
contrary, L
r
is chosen to be small since the SRC is not used for
regulation, resulting in very small gain variation according to
load variation in both charging and discharging modes, as
shown in Fig. 5. Furthermore, small L
r
leads to less sensitive to
the resonant component tolerances, eliminating the voltage
regulation issues and saturation problem of magnetic devices
that was introduced in the conventional frequency-controlled
SRC[22][23]. This also allows L
r
to be easily embedded in the
transformer. Also, the proposed SRC is able to achieve ZCS
turn on and turn off of the switch without regard to voltage or
load variation, as shown in Fig.6, by choosing the resonant
frequency f
r
as follows,

1 1
1 1
2 1 2
r s s
d
f f f
D D
= =

(15)

III. PROPOSED CONTROL STRATEGY
The high side DC bus is regulated to either 400V by the
AC-DC converter or 380V by the BDC, respectively, according
to condition of V
H
. The conventional control of the BDC is in
general realized with two individual controllers of V
L
control
for battery charging and V
H
control for battery discharging, and
therefore may not be able to avoid large transient during the
transition from V
L
control to V
H
control of the BDC.
In this paper a new autonomous and seamless bidirectional
voltage control strategy, as shown in Fig. 7, is proposed to
provide uninterrupted power to the critical AC loads and
reduce the size of the DC bus capacitor. The two outer loop
voltage controllers for V
L
control and V
H
control are combined
by VCL whose output I
*
LB
is automatically selected to be either
I
LB,H
, the output of the high side voltage controller, or I
LB+
, the
positive limit of VCL which varies with the output of the low
side voltage controller. This makes it possible to share inner
loop current controller, resulting in autonomous and seamless
transition from V
L
control(charging mode) to V
H

control(discharging mode), and vice versa. The peak values of
the positive and negative limit, I
LB-,pk
and I
LB+,pk
, of the VCL are
determined by,
, ,
i
LB pk LB pk
i
P
I I
V
+
= = (16)
According to C-rate of the battery used, I
LB+,pk
may be
chosen smaller than eqn. (16). I
LB+
varies with magnitude of V
L

while I
LB-
is always fixed at I
LB-,pk
. The anti-windup is used to
Anti-windup
I
LB
G
L
(s)
Controller
G
H
(s)
Controller
G
I
(s)
Controller
PWM Generator
Variable current
limiter
Anti-windup
Anti-windup

Fig. 7. Control block diagram of the proposed battery charger
Mode III Mode I Mode II
10K
5K
0K
400
395
390
385
380
375
29
28
27
26
25
24
40
20
0
-20
P
o
w
e
r

[
W
]
V
o
l
t
a
g
e

[
V
]
V
o
l
t
a
g
e

[
V
]
C
u
r
r
e
n
t

[
A
]

Fig. 8. Simulation waveform of the proposed bidirectional voltage
control for seamless transition from VL control to VH control
743
prevent the saturation of the controllers. For the sake of
simplicity it is assumed that the DC-load is constant and all the
power losses of the AC-DC converter, the DC-AC inverter and
the BDC in Fig. 1are neglected.
A. Transition from V
L
control to V
H
control
Figs. 8 shows PSIM simulation waveforms for illustration
of the operating principle of the proposed bidirectional control
strategy for transition from V
L
control to V
H
control.
Mode I : Assume that the battery has already been fully
charged. The engine generator is supplying the AC and DC
loads during this mode. V
H
is regulated to 400V by the AC-DC
converter, and the reference voltage V
*
H
of the BDC is set at
380V. Since the high side voltage controller G
H
(s) is saturated
the reference current I
*
LB
of the BDC is determined by I
LB+

which is the same as I
L,DC
.
Mode II : This begins when the AC load increases and the
sum of the AC and DC loads is greater than P
G,max
, the
maximum power that can be produced by the generator. Then,
the AC-DC converter is not able to regulate the DC bus, and V
H

drops off from 400V, which makes I
*
LB
be changed to I
LB,H
, as
shown in Fig. 8. I
*
LB
decreases, changes its sign and
continuously increases. This means that the BDC starts to
discharge the battery and regulate V
H
to 380V. As the battery
voltage decreases, I
LB+
which is the output of the low side
voltage controller G
L
(s) increases up to I
LB+,pk
. This is the end
of the mode.
Mode III : I
*
LB
is fixed at constant value since the AC load is
constant. The BDC keeps discharging the battery and
regulating V
H
to 380V. I
LB+
is kept at I
LB+,pk
.
B. Transition from V
H
control to V
L
control
Figs. 9 shows PSIM simulation waveforms for illustration
of the operating principle of the proposed bidirectional control
strategy for transition from V
H
control to V
L
control.
Mode I : This mode is identical to Mode III of Section III-A.
The BDC is discharging the battery and regulating V
H
to 380V.
I
*
LB
is determined by I
LB,H
, and I
LB+
is the same as I
LB+,pk
.
Mode II : This mode begins when the AC load decreases
and the sum of the AC and DC loads becomes smaller than
P
G,max
. This makes the AC-DC converter be capable of
regulating V
H
, recovering it back to 400V. Therefore, I
*
LB
(=I
LB,H
)
decreases and changes its sign, meaning that the BDC is able to
regulate V
L
to 28V, and continuously increases until it reaches
to I
LB+,pk
. Now, I
*
LB
is determined by I
LB+
(=I
LB+,pk
) since the high
side voltage controller G
H
(s) is saturated. Then, the BDC starts
to charge the battery with constant current of I
B,CC
which is
determined by,
, , , B CC LB pk Load DC
I I I
+
= (17)
Mode III : When the battery voltage V
L
gets close to V
*
L
the
reference current I
*
LB
which is determined by I
LB+
starts to
decrease. During this mode the BDC charges the battery with
constant voltage of V
*
L
.
IV. EXPERIMENTAL RESULTS
A 5 kW prototype of the proposed BDC has been built
under the following system parameters.
P
o
= 5 kW V
H
340~440 V V
L
= 24~32 V N
P
: N
S
= 5 : 1
f
s1
= 48 kHz f
s2
= 20 kHz C
f
= 110 F C
H
= 45 F
C
i
= 100 F C
L
= 380 F L
B
= 1 mH L
f
= 0.42 H
L
r
= 5.8 H D
d
T
s
= 600 ns C
r1
(=C
r2
)=0.94 F
Figs. 10 and 11 show key experimental waveforms of the
charging and discharging modes at full load, respectively. As
we can see from Figs. 10(b), (c) and Figs. 11(b), (c) all switches
of the SRC are being turned on and off with ZCS in both
charging and discharging modes. In fact, all switches of the
SRC are always turned on and off with ZCS without regard to
voltage and load variations.
Figs. 12 shows the experimental waveforms of the mode
transition. A 24 V/100 Ah lead acid battery was used at the low
voltage side. Fig. 15 shows that the BDC is regulating V
L
to
charge the battery, and V
H
is regulated to 400 V by the AC-DC
converter. When the engine generator is shut down, V
H
drops
but is recovered to 380 V since the BDC changes over to V
H

control to discharge the battery.
The efficiency of the proposed BDC including gate drive
and control circuit losses is measured by YOKOGAWA
WT3000 and shown in Fig. 13. The maximum efficiencies are
95.13 % at 1.3 kW in charging mode and 95.08 % at 1.5 kW in
Mode III Mode I Mode II
CC CV
I
B,CC
10K
5K
0K
400
395
390
385
380
375
29
28
27
26
25
24
40
20
0
-20
P
o
w
e
r

[
W
]
V
o
l
t
a
g
e

[
V
]
V
o
l
t
a
g
e

[
V
]
C
u
r
r
e
n
t

[
A
]

Fig. 9. Simulation waveform of the proposed bidirectional voltage control
for seamless transition from VH control to VL control
744
discharging mode, respectively. Fig. 14 shows the photograph
of the proposed BDC prototype.
V. CONCLUSIONS
This paper proposes a bidirectional DC-DC converter for
automotive engine/battery hybrid power generators. The
features of the proposed BDC are as follows.
The proposed topology preserves the advantages of the
two-stage DC-DC converter: 1) The switching method is
simple in that voltage regulation and mode transition are
carried out only by the non-isolated converter; 2) All
components ratings of the isolated converter are
optimized.
Small L
r
can be used since the proposed SRC is not
used for regulation, which leads to the following
advantages: 1) The SRC has very small gain variation
according to load variation, and therefore the proposed
BDC can be designed for wider voltage range; 2) The
SRC is less sensitive to the resonant component
tolerances, and therefore suitable for high volume

(a) (b) (c)
Fig. 10. Experimental waveforms of the charging mode (a) inductor current ILB, switch voltages VSB,1 and VSB,2 of the non-isolated converter (b) primary current Ipri,
high side switch voltages VSH,1 and VSH,2 of the SRC (c) primary current Ipri, low side switch voltages VSL,1 and VSL,2 of the SRC


I
pri
[20A/div]
V
SL,1
[50V/div]
V
SL,2
[50V/div]
[5s/div]
ZCS turn on
& turn off

(a) (b) (c)
Fig. 11. Experimental waveforms of the discharging mode (a) inductor current ILB, switch voltages VSB,1 and VSB,2 of the non-isolated converter (b) primary current Ipri,
high side switch voltages VSH,1 and VSH,2 of the SRC (c) primary current Ipri, low side switch voltages VSL,1 and VSL,2 of the SRC

Fig. 12. Experimental waveforms of transition from VL control for
charging to VH control for discharging
E
f
f
i
c
i
e
n
t
y

(
%
)

Fig. 13. Measured efficiencies of the proposed BDC including gate drive
and control circuit losses


Fig. 14. Photograph of the proposed BDC prototype
745
manufacturing; 3) Small L
r
can be easily embedded in
the transformer.
The proposed SRC is capable of achieving ZCS turn on
and turn off regardless of voltage and load variation. A
method of adjusting dead time of the SRC has been
presented to minimize the switch turn on losses
associated with energy stored in MOSFETs output
capacitances during the ZCS turn on process.
An autonomous and seamless bidirectional voltage
control method with a variable current limiter has been
proposed to provide uninterrupted power to critical AC
loads and reduce the size of the DC bus capacitor.
Experimental results from a 5kW prototype were provided
to validate the proposed concept. The maximum efficiencies
including gate drive and control circuit losses are 95.13 % at
1.3 kW in charging mode and 95.08 % at 1.5 kW in discharging
mode, respectively.
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