3970
8, OCTOBER 2009
Advanced Integrated Bidirectional AC/DC
and DC/DC Converter for Plug-In
Hybrid Electric Vehicles
Young-Joo Lee, Student Member, IEEE, Alireza Khaligh, Member, IEEE, and Ali Emadi, Senior Member, IEEE
AbstractHybrid electric vehicle (HEV) technology provides an
effective solution for achieving higher fuel economy, better perfor-
mance, and lower emissions, compared with conventional vehicles.
Plug-in HEVs (PHEVs) are HEVs with plug-in capabilities and
provide a more all-electric range; hence, PHEVs improve fuel
economy and reduce emissions even more. PHEVs have a battery
pack of high energy density and can run solely on electric power
for a given range. The battery pack can be recharged by a neigh-
borhood outlet. In this paper, a novel integrated bidirectional ac/dc
charger and dc/dc converter (henceforth, the integrated converter)
for PHEVs and hybrid/plug-in-hybrid conversions is proposed.
The integrated converter is able to function as an ac/dc battery
charger and to transfer electrical energy between the battery
pack and the high-voltage bus of the electric traction system. It
is shown that the integrated converter has a reduced number of
high-current inductors and current transducers and has provided
fault-current tolerance in PHEV conversion.
Index TermsAC/DC rectifiers, control, dc/dc converters, elec-
tric traction, energy storage, hybrid electric vehicles (HEVs),
plug-in HEVs (PHEVs), power electronics, propulsion systems.
I. I NTRODUCTION
C ONVERSION of conventional hybrid electric vehicles
(HEVs) [1][3] into plug-in HEVs [4], [5] to reduce fuel
consumption [2] has been considered by both academia and the
automotive industry [6]. The conversion is achieved by either
adding a high-energy battery pack or replacing the existing
battery pack of HEV to extend the all-electric range [5]. In
either case, the high-energy battery pack should be charged
from an external ac outlet, as well as regenerative braking, and
must supply the stored electrical energy to the electric traction
system.
AC outlet charging inevitably needs a battery charger [7]
[11] with power factor correction (PFC) [8], [12], which
has various configurations based on an ac/dc converter and
Manuscript received November 17, 2008; revised May 12, 2009. First
published July 21, 2009; current version published October 2, 2009. This work
was supported by the National Science Foundation under Grant 0801860. The
review of this paper was coordinated by Prof. A. Miraoui.
Y.-J. Lee is with the R&E Center of Whirlpool Corporation, Benton Harbor,
MI 49022 USA.
A. Khaligh is with the Energy Harvesting and Renewable Energies Labo-
ratory, Electric Power and Power Electronics Center, Department of Electrical
and Computer Engineering, Illinois Institute of Technology, Chicago, IL 60616-
3793 USA (e-mail: khaligh@ece.iit.edu).
A. Emadi is with the Department of Electrical and Computer Engineering,
Illinois Institute of Technology, Chicago, IL 60616-3793 USA.
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TVT.2009.2028070
0018-9545/$26.00 2009 IEEE
IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO.
a proper voltage-current profile for the high-energy battery
pack. The bidirectional dc/dc converter with a proper charging
discharging profile is required to transfer energy between the
battery and the electric traction system.
In this paper, PHEV conversion is based on the add-on high-
energy battery, which can leave the current HEV power system
unmodified, and battery voltage is supposed to be relatively
lower than the high-voltage bus of an electric traction system. It
is assumed that cost, volume, weight, and the number of current
transducers and high-current inductors would be increased if
the ac/dc and bidirectional dc/dc converters were cascaded in
PHEVs. The converter for PHEV conversion should minimize
the electrical impact on the existing HEV power system, par-
ticularly from the point of view of fault current. The converter
has three operating modes, i.e., plug-in ac/dc charging of the
add-on battery, boost operation from the low-voltage add-on
battery to the high-voltage bus of the HEV, and buck operation
from the high-voltage bus to the add-on battery for regenerative
charging. It is essential to fairly satisfy the aforementioned
considerations. The purpose of this paper is to present the
integrated configuration and to demonstrate its feasibility for
PHEV conversion.
This paper has been organized as follows: The concept of
PHEV conversion and the constitution of the proposed inte-
grated converter are shown in Section II. Section III explains
three operating modes of the proposed converter. In Section IV,
the expected change in loss and efficiency for feasibility estima-
tion is addressed by the comparison of the proposed converter
and conventional topologies. Section V presents the simulation
and experimental results to evaluate the proposed converter.
Finally, Section VI provides concluding remarks and future
work.
II. P LUG -I N H YBRID E LECTRIC V EHICLE C ONVERSION
AND P ROPOSED I NTEGRATED C ONVERTER
A. PHEV Conversion
Fig. 1 shows an overall configuration of the PHEV conver-
sion. The main elements for the conversion comprise an ac/dc
charger, a high-energy battery added to the HEV, a bidirectional
dc/dc converter, and a digital controller with digital signal
processing (DSP). These main elements are in cascade, except
the digital controller, as seen. The plug-in charger is composed
of two parts: 1) ac/dc rectifier and 2) dc/dc converter (Conv. 1).
The bidirectional dc/dc converter (Conv. 2) is placed between
LEE et al.: ADVANCED INTEGRATED BIDIRECTIONAL AC/DC AND DC/DC CONVERTER FOR PHEVs
Fig. 1. PHEV conversion with the add-on battery.
the add-on battery and the high-voltage bus of the HEV. The
digital controller is in charge of the control and monitoring [13],
[14] of the ac/dc charger and bidirectional dc/dc converter, bat-
tery state of charge [15], and communication with external sys-
tems. Three voltage sources, i.e., ac outlet voltage Vac , battery
voltage Vbatt , and the high-voltage bus of HEV Vhv , are shown
in Fig. 1. These voltages might be different in input/output
voltage magnitude in each converter. As an illustration, Conv. 1
with PFC should be in buck-and-boost operation when the peak
value of Vac (Vac_pk ) is higher than Vbatt ; otherwise, it should
only be in boost operation. The same rule is applied to Conv. 2
with Vbatt for input and Vhv for output.
Basically, the three operations do not occur at the same time
in that plug-in charging is not allowed while the vehicle runs,
and discharging and regenerative charging of the battery are
exclusive to each other.
B. Proposed Converter
The proposed converter with controller is shown in Fig. 2
based on the operating conditions previously mentioned, which
does not have a cascaded structure, as shown in Fig. 1. The pro-
posed converter has one inductor, six switches, and five diodes,
which are going to be properly combined to select buck-and-
boost modes among voltage sources. There exist one current
feedback and three voltage feedbacks. The combinations of
switches and other components are mapped in Table I accord-
ing to the desired operating modes. Q1, Q2, and Q6 are for
pulsewidth modulation (PWM) switching of buck-and-boost
operations. Q3, Q4, and Q5 serve as simple on/off switches to
connect or disconnect the corresponding current flowing path.
III. O PERATING M ODES OF THE I NTEGRATED C ONVERTER
A. Mode 1: Noninverting BuckBoost Operation for Plug-In
Charging of the Add-On Battery
Fig. 3 shows the instantaneous ac input voltage and operating
modes in Mode 1. In Fig. 3(b), Q1, Q2, Q3, D1, D3, and
L1 make up the noninverting buckboost converter [16][22],
which can provide a plug-in charger function with PFC without
regard to whether battery voltage Vbatt is higher than the peak
value of the ac outlet Vac_pk . Q1 and Q2 are in PWM switching
mode, and Q3 remains in the ON state during the operation.
3971
Fig. 2. Proposed integrated converter with controller.
The desired output voltage and current are regulated by the
appropriate combinations of the buck-and-boost mode. The
input/output voltage and inductor current are measured through
Rs1, Rs2, Rs3, Rs4, and CT1. The other switches and diodes
Q4, Q5, Q6, D4, D5, and D6 stay in the OFF state to disconnect
the high-voltage bus of the HEV from both the ac input and the
add-on battery.
B. Mode 2: Boost Operation From the Add-On Battery to the
High-Voltage Bus of the HEV
Boost operation from the add-on battery to the high-voltage
bus of the HEV is shown in Fig. 4. In this mode, Vbatt and
Vhv sequentially become input and output voltages. L1, Q2, Q4,
Q5, D4, and D5 form a boost converter in that a Vhv higher
than Vbatt is assumed. Q2 is in PWM switching mode, and
Q4 and Q5 are in the ON state, so that the current path can
appear between the battery and the high-voltage bus. The other
switches and diodes Q1, Q3, Q6, D1, D3, and D6 maintain the
OFF state to separate the ac outlet. The input/output voltage and
inductor current are measured through Rs3, Rs4, Rs5, Rs6, and
CT1. Power from the battery to the high-voltage bus can be
estimated using the measured battery voltage and current so
that transferable power at a certain state of charge should be
regulated appropriately.
C. Mode 3: Buck Operation for Regenerative Charging of the
Add-On Battery
Fig. 5 shows regenerative charging of the add-on battery
using buck operation from the high-voltage bus to the battery.
In this mode, as seen, L1, Q3, Q6, D1, D3, and D6 are used for
the buck converter now that a Vhv higher than Vbatt is assumed.
Q6 works for PWM switching, Q3 stays in the ON state, and
D1 provides a free-wheeling path. Other switches and diodes
Q1, Q2, Q4, Q5, D4, and D5 are in the OFF state. To sense the
input/output voltage and current, Rs3, Rs4, Rs5, Rs6, and CT1
are used.
3972 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO. 8, OCTOBER 2009

TABLE I
COMBINATIONS OF ELEMENTS FOR THE OPERATING MODES

Fig. 5. Mode 3: Regenerative charging of the add-on battery.

tions of input/output voltages, as described in Table I. A sim-

plified converter model is shown in Fig. 6(a), which has nonin-
verting buck-boost topology. Based on the simplified model, the
state-space averaged large-signal transfer functions are derived,
as given by

1
LC Vin Dbuck
Vo (s) = 1 1 (large-signal model) (1)
s2 + RC s + LC
Vo (0) = Vin Dbuck (large-signal dc gain) (2)

LC Vin (1 Dboost )
1
Vo (s) = (large-signal model)
RC s + LC (1 Dboost )
1 1
s2 + 2

(3)
Vin
Vo (0) = (large-signal dc gain) (4)
1 Dboost
Fig. 3. Mode 1: Plug-in charging of the add-on battery. (a) Instantaneous ac
input voltage and operating modes. (b) Buck operation. (c) Boost operation.
and the state-space block diagram is shown in Fig. 6(b). The
state-space block diagram and resultant large-signal dc gain in
Figs. 6(b)(c) also provide very insightful physical information
that is of use to controller designers.
In buck operation, the large-signal transfer functions and dc
gains are given by (1) and (2), respectively.
In boost operation, the large-signal transfer functions and dc
gains are given by (3) and (4), respectively.

IV. C OMPARATIVE A NALYSIS

Fig. 4. Mode 2: Boost from the add-on battery to the high-voltage bus.
D. Analytical Modeling of the Converter
As shown in Figs. 35, all operations of the converter are
made of buck-and-boost operations with different configura-
A comparison of the proposed and a conventional converter
is presented and summarized through criteria based on the
battery voltage range; fault current tolerance; voltage polarity;
and the number of switches (Q), diodes (D), current transducers
(CT), and high-current inductors (L) in Fig. 7 and Table II,
respectively.
LEE et al.: ADVANCED INTEGRATED BIDIRECTIONAL AC/DC AND DC/DC CONVERTER FOR PHEVs
Fig. 6. Simplified converter model, state-space block diagram, and large-
signal dc gain. (a) Simplified model. (b) State-space block diagram of the
simplified model. (c) Resultant large-signal dc gain.
A. Component Point of View
Through the integrated structure, it becomes possible to
reduce the number of high-current inductors and current trans-
ducers. On the other side, more switches and diodes are added
to make up selective current paths among voltage sources Vac ,
Vbatt , and Vhv . In general, the high-current inductor has a
relatively larger size and is heavier than other power elec-
tronic components, such as metaloxidesemiconductor field-
effect transistors (MOSFETs), insulated-gate bipolar transistors
(IGBTs), transistors, and diodes.
B. Voltage Polarity, Current Noise, and Switching Stress
Considering only the number of switches and diodes, adop-
tion of a bidirectional buckboost converter, as in Fig. 7(b),
seems to be a good choice. The buckboost converter, however,
has inverted output voltage, making it difficult to share common
ground and higher intrinsic diode reverse recovery current.
In addition, switching stress is higher than buck or boost
converters. Inverted output voltage and intrinsic higher current
noise must seriously be taken into consideration for high-power
applications.
3973
C. Fault Current Tolerance
As shown in Figs. 35, the fact that all the current paths,
including switches, pass an inductor helps reduce sharp fault
currents. However, in Fig. 7(a)(f), there exists such probable
fault current or high-reverse-recovery current path as the broken
lines in case of using either noninverting or inverting bidirec-
tional buckboost converters between voltage sources.
D. Available Battery Voltage Range
In the aspect of flexibility in the applicable ac grid voltage
and battery voltage, and the available output of the high-voltage
bus, the proposed converter can provide a wide range of inputs
and outputs in both a charger and bidirectional converter by
using noninverting buckboost topology, which has the same
steady-state output transfer function as that of conventional
buck-and-boost converters.
E. Change in Conduction Loss
It has been found that the proposed converter has relatively
slightly more conduction loss in all operating modes. The extra
conduction loss arises from additional switches and diodes for
fault-tolerance current paths. Thus, it is needed to estimate
and discuss the feasibility of the increase in conduction losses,
despite the advantages previously enumerated.
F. Estimation of Change in Conduction Losses
Changes in losses are classified into Modes 1, 2, and 3,
because these three modes are exclusive of each other all the
time. To make the criteria of comparison clear, the compared
converters should have noninverting and relatively wider output
voltage for both the add-on battery and the high-voltage bus.
For such reasons, Fig. 7(a) was compared with the proposed
converter in each operating mode. The conduction losses of
diodes and switches can be calculated as
PD = VF IF [in watts] (diode conduction loss) (5)
PQ = VCE(SAT) ICE [in watts] (IGBT conduction loss)
(6)
PQ = RDS 2
ID [in watts] (MOSFET conduction loss) (7)
Po
Pin = [in watts] [input power of Fig. 6(a)] . (8)
old
For Mode 1 (plug-in charging of the add-on battery), it is
found that the proposed converter has one more switch, as
shown in Fig. 3(a) and (b), compared with Fig. 7(a). In addition,
the increase in loss is
Pl = PQ3 [in watts]. (9)
For Mode 2 (boost function from the add-on battery to the
high-voltage bus of the HEV), as shown in Fig. 4, one more
pair of diode and switch is added in the proposed converter,
compared with Fig. 7(a). The variation in loss is
Pl = PD4 + PQ5 [in watts]. (10)
3974 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO. 8, OCTOBER 2009

Fig. 7. Comparison of the combinations of conventional converters. (a) Full bridge and two noninverting buck/boost. (b) Full bridge and two buck/boost.
(c) PWM rectifier and noninverting buck/boost. (d) PWM rectifier and buck/boost. (e) Full bridge, boost, and noninverting buck/boost. (f) Full bridge, boost, and
buck/boost.

TABLE II To estimate comparative change in efficiency, it is identified

SUMMARY OF THE PROPOSED AND THE CONVENTIONAL CONVERTER
that Po is the output power, Pin is the previous input power, old
is the previous efficiency, and new is the new efficiency. Once
change in losses occurs, the variation in efficiency is given as
= new old . The comparative change in efficiency for
all three modes is formulated as a function of old , Pl , and
Po , i.e.,

Po Po
= new old =
Pin + Pl Pin
1 Po 1
= Pin Pl
= 1 Pl
old %. (12)
Po + Po
Pin old + Po

For Mode 3 (regenerative charging of the add-on battery),
one more pair of diode and switch is placed, as shown in Fig. 5,
compared with Fig. 7(a). The change in loss is
Pl = PD6 + PQ3 [in watts].
If the diodes in series with switches Q4, Q5, and Q6, which
only enhance the reliability of switches, are removed, then the
losses in diodes can be neglected. Table II and (12) can be a
basis to estimate the feasibility of the proposed converter. The
parameters for feasibility estimation are shown in Table III,
where the available neighborhood outlet power is set to 1.44 kW
[23]. The high-energy battery pack is assumed to be a series of
12 modules consisting of nominal 3.7-V Li-ion cells in 4S5P.
Assuming continuous conduction mode and a low ripple
(11) current through the inductor with maximum output power Po ,
LEE et al.: ADVANCED INTEGRATED BIDIRECTIONAL AC/DC AND DC/DC CONVERTER FOR PHEVs 3975

TABLE III For MOSFETs

CONDITIONS FOR FEASIBILITY ESTIMATION
Pl = PD4 + PQ4

= VF Ibatt_ max + Ihv

2
_ max RDS = 59.52 W
1
max = 1 old = 0.754 0.954%.
old + 59.52
5000

For IGBTs
Pl = PD4 + PQ4

= VF Ibatt_ max + VCE(SAT) Ihv_ max = 93.28 W

1
max = 1 old = 1.176 1.486%.
old + 93.28
5000
TABLE IV
CHANGES IN LOSS AND EFFICIENCY In Mode 3, in Fig. 5

Po_ max = 5000 W = Vbatt_ min Ibatt_ max

5000
Ibatt_ max = = 37.31 A Vbatt_ min = d Vhv_ min
134
Vbatt_ min 134
d= = = 0.620 d = 1 d = 0.38
Vhv_ min 216

Ihv_ max = Ibatt_ max d = 14.179 A.

For MOSFETs
Pl = PD6 + PQ3

approximately additional conduction loss Pl and maximum = VF Ihvt_ max + Ibatt

2
_ max RDS = 76.11 W
change in efficiency max are approximately calculated and 1
summarized as in Table IV. Loss calculation according to each max = 1 old = 0.962 1.216%.
+ 76.11
operating mode is given as follows: old 5000
For Mode 1, in Fig. 3(a), assuming buckboost operation for For IGBTs
the worst loss calculation
Pl = PD6 + PQ3 = VF Ihv_ max + VCE(SAT) Ibatt_ max
Po_ max = 1440 W = Vo_ min Io_ max
= 106.75 W
1440
Io_ max = = 10.75 A.
134 1
max = 1 old = 1.343 1.697%.
For MOSFETs old + 106.75
5000

Pl = PQ3 = Io2_ max RDS = 5.20 W Table IV shows that maximum changes in efficiency max
using MOSFETs and IGBTs are less than 1.3% and 1.7%,
1
max = 1 5.20 old = 0.254 0.322%. respectively, under the given conditions.
old + 1440

For IGBTs V. S IMULATION AND E XPERIMENTAL R ESULTS

Pl = PQ3 = Io_ max VCE(SAT) = 26.86 W To evaluate the proposed converter, simulations have been
performed, and the results are as in Figs. 810 using the
1
max = 1 old = 1.176 1.486%. IGBT switches. The simulation conditions are provided in
old + 26.86
1440 Table V.
In Fig. 8, from the top, rectified ac input voltage |Vac |, the
For Mode 2, in Fig. 4 output voltage (battery voltage: Vbatt ), current command for
current modulation Iref , control voltage command for PWM
Po_ max = 5000 W =Vhv_ min Ihv_ max =Vbatt_ min Ibatt_ max
generation Vctrl , inductor current feedback IL_fbk , and ac line
5000 5000 current Iac are sequentially displayed. Mode-1 operation has
Ihv_ max = = 23.15 A, Ibatt_ max = = 37.31 A.
216 134 been simulated under two conditions where the peak value
3976 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO. 8, OCTOBER 2009

Fig. 8. Mode 1: Noninverting buckboost operation for plug-in charging. (a) Steady state during Vbatt < Vac_pk . (b) Steady state during Vo > Vac_pk .
(c) Transient state during Vo > Vac_pk .

of the ac input voltage (Vac_pk ) is lower than battery voltage steady state under given conditions, it is found that the converter
Vbatt , and Vac_pk is higher than Vbatt . Fig. 8(a) and (b) shows works stably.
that Vac_pk < Vbatt and that Vac_pk > Vbatt , respectively. In The steady states of Mode-2 operation (boost from the add-
addition, the transient state is shown in Fig. 8(c). As seen, at on battery to the high-voltage bus of the electric drive train
LEE et al.: ADVANCED INTEGRATED BIDIRECTIONAL AC/DC AND DC/DC CONVERTER FOR PHEVs
Fig. 9. Mode 2: Boost operation from the add-on battery to the high-voltage bus of the HEV. (a) Steady state for Vbatt = 134 V and Vhv = 216 V. (b) Steady
state for Vbatt = 202 V and Vhv = 330 V.
Fig. 10. Mode 3: Buck operation for regenerative charging of the add-on
battery.
system) have been simulated as in Fig. 9. Vbatt and Vhv (high-
voltage bus) are the input and output voltages, respectively.
Waveforms are presented in the same manner as in Fig. 8,
3977
TABLE V
SIMULATION CONDITIONS
showing the boost operation of the converter to be stable with
Vbatt = 134 V/Vhv = 216 V and Vbatt = 202 V/Vhv = 330 V.
Fig. 10 provides Mode 3 (buck from the high-voltage bus
to the add-on pack). Now, Vhv becomes the input voltage,
and Vbatt is the output voltage of the converter. To simulate
the regenerative voltage when the vehicle is decelerated, Vhv
has been assumed to be sinusoidal with a half-period. Buck
operation starts as Vhv becomes higher than Vbatt , and buck
operation ends when Vhv decreases to Vbatt . Plots are also
placed in the same order as in Figs. 8 and 9. It is seen that the
control voltage command Vctrl for PWM generation properly
gets shaped as Vhv varies.
In Fig. 11, the experimental setup is presented, which has
a controller based on TMS320F2812 DSP from Texas Instru-
ments, the converter, and the self-designed isolated gate drivers
3978 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO. 8, OCTOBER 2009

Fig. 12. Waveforms according to the operating modes. (a) Waveforms of

Fig. 11. Experimental setup. (a) Block diagram. (b) Control flowchart for Mode 1 during Vbatt < Vac_pk . (b) Waveforms of Mode 2: Boost operation.
DSP. (c) Prototype converter. (c) Waveforms of Mode 3: Buck operation.

and feedback interface circuits. The waveforms from the exper-
imental setup are shown in Fig. 12 according to the operating
modes. All the feedback signals from Vac , Vbatt , Vhv , and iL
are isolated from the high-voltage part of the converter, as
shown in Fig. 2. For experimental convenience, the maximum
output power of each operating mode has been scaled down to
100 W. In addition, the experimental conditions are shown in
Table VI.
Fig. 11(a) shows a block diagram of the experimental setup
consisting of the integrated converter, feedback interface and
LEE et al.: ADVANCED INTEGRATED BIDIRECTIONAL AC/DC AND DC/DC CONVERTER FOR PHEVs
TABLE VI
EXPERIMENTAL CONDITIONS
gate drivers, DSP controller board, and IBM PC for program
debugging. The control flowchart for the DSP controller is
shown in Fig. 11(b), in which 0 dctrl < 2 for Mode 1,
1 dctrl < 2 for Mode 2, and 0 dctrl < 1 for Mode 3 are
selectively chosen according to the operating modes, where
dctrl is calculated by Vctrl /Vmod , as in Fig. 2. A single control
routine and control gains are used for all three modes. Fig. 11(c)
shows an experimental prototype.
Fig. 12(a) shows waveforms from Mode-1 operation. From
the top, ac input voltage Vac , output voltage Vbatt , current
command Iref , control voltage command for PWM genera-
tion Vctrl , inductor current feedback IL_fbk , ac line current,
buck switch PWM signal (G1), and boost switch PWM signal
(G2) at steady state are plotted in the same order as that in
Fig. 8. As shown, buck-and-boost operation is alternatively
carried out by the resultant control voltage command according
to the input-voltage/output-voltage relationship. The ac line
current is found to be modulated with the current command,
in spite of harmonics due to the performance of the current
controller.
Fig. 12(b) shows waveforms from Mode-2 operation. The
input voltage (battery voltage: Vbatt ), output voltage (high-
voltage bus: Vhv ), and inductor current feedback IL_fbk are
presented from the top. Output voltage Vhv is set to 40 V. As
can be expected, at steady state, the inductor current always
flows as far as the input voltage is lower than the output voltage,
as shown in Fig. 9. It is shown that the prototype converter
works stable at steady state, although the input voltage with
5-V/60-Hz ripple (12.5% ripple) has arbitrarily been given
from the power supply.
Fig. 12(c) shows the input voltage (high-voltage bus: Vhv ),
output voltage (battery voltage: Vbatt ), and inductor current
feedback (IL_fbk ). As shown in Fig. 10, buck operation appears
during the time that input voltage Vhv is greater than output
voltage Vbatt . Forty volts is set as an output voltage, and the
input voltage provided by power supply varies from 35 to
70 V. The output voltage is found to be stable at steady
state. In addition, a longer current overshoot at the beginning
of each buck operation than the simulation result in Fig. 10
is seen.
3979
VI. C ONCLUSION
An integrated ac/dc charger and bidirectional dc/dc converter
for PHEV applications has been presented in this paper. The
proposed integrated converter has been compared with existing
topologies, and its advantages have been pointed out. Variations
in conduction loss and efficiency due to the additional diodes
and switches have been addressed. Through the simulation
and experimental prototype, the functionalities for the three
operating modes, i.e., the combination of buck and boost for
plug-in charging of the add-on battery, boost for discharging the
add-on battery, and buck for regenerative charging of the add-
on battery, have been verified. A power-management strategy
has been implemented using TI8 DSP 320F2812. The controller
chooses the control strategy and proper operating modes ac-
cording to input/output-voltagecurrent conditions.
To verify the practicality of the proposed converter for PHEV
applications, an onboard testing prototype and vehicle power-
management system need to be implemented in a real vehicle,
and fault tolerance of the system should be tested in real-world
applications.
R EFERENCES
[1] A. Emadi, K. Rajashekara, S. S. Williamson, and S. M. Lukic,
Topological overview of hybrid electric and fuel cell vehicular power
system architectures and configurations, IEEE Trans. Veh. Technol.,
vol. 54, no. 3, pp. 763770, May 2005.
[2] M. Ceraolo, A. di Donato, and G. Franceschi, A general approach to en-
ergy optimization of hybrid electric vehicles, IEEE Trans. Veh. Technol.,
vol. 57, no. 3, pp. 14331441, May 2008.
[3] J. Bauman and M. Kazerani, A comparative study of fuel-cell-
battery, fuel-cell-ultracapacitor, and fuel-cell-battery-ultracapacitor ve-
hicles, IEEE Trans. Veh. Technol., vol. 57, no. 2, pp. 760769,
Mar. 2008.
[4] A. Emadi, Y. J. Lee, and K. Rajashekara, Power electronics and motor
drives in electric, hybrid electric, and plug-in hybrid electric vehicles,
IEEE Trans. Ind. Electron., vol. 55, no. 6, pp. 22372245, Jun. 2008.
[5] W. D. Jones, Take this car and plug it [plug-in hybrid vehicles], IEEE
Spectr., vol. 42, no. 7, pp. 1013, Jul. 2005.
[6] G. Zorpette, The smart hybrid, IEEE Spectr., vol. 41, no. 1, pp. 4447,
Jan. 2004.
[7] C.-S. Wang, O. H. Stielau, and G. A. Covic, Design considerations for a
contactless electric vehicle battery charger, IEEE Trans. Ind. Electron.,
vol. 52, no. 5, pp. 13081314, Oct. 2005.
[8] M. G. Egan, D. L. OSullivan, J. G. Hayes, M. J. Willers, and C. P. Henze,
Power-factor-corrected single-stage inductive charger for electric vehicle
batteries, IEEE Trans. Ind. Electron., vol. 54, no. 2, pp. 12171226,
Apr. 2007.
[9] S.-K. Sul and S.-J. Lee, An integral battery charger for four-wheel drive
electric vehicle, IEEE Trans. Ind. Appl., vol. 31, no. 5, pp. 10961099,
Sep./Oct. 1995.
[10] L. Solero, Nonconventional on-board charger for electric vehicle propul-
sion batteries, IEEE Trans. Veh. Technol., vol. 50, no. 1, pp. 144149,
Jan. 2001.
[11] C. Aguilar, F. Canales, J. Arau, J. Sebastian, and J. Uceda, An integrated
battery charger/discharger with power-factor correction, IEEE Trans.
Ind. Electron., vol. 44, no. 5, pp. 597603, Oct. 1997.
[12] N. Mohan, T. M. Undeland, and W. P. Robbins, Power Electronics:
Converters, Applications, and Design, 3rd ed. Hoboken, NJ: Wiley,
2003.
[13] A. Khaligh, A. M. Rahimi, and A. Emadi, Negative impedance
stabilizing pulse adjustment control technique for DC/DC converters op-
erating in discontinuous conduction mode and driving constant power
loads, IEEE Trans. Veh. Technol., vol. 56, no. 4, pp. 20052016,
Jul. 2007.
[14] A. Khaligh, A. M. Rahimi, Y. J. Lee, C. Jian, A. Emadi, S. D. Andrews,
C. Robinson, and C. Finnerty, Digital control of an isolated active hybrid
fuel cell/Li-ion battery power supply, IEEE Trans. Veh. Technol., vol. 56,
no. 6, pp. 37093721, Nov. 2007.
3980 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 58, NO. 8, OCTOBER 2009
[15] G. L. Plett, High-performance battery-pack power estimation using
a dynamic cell model, IEEE Trans. Veh. Technol., vol. 53, no. 5,
pp. 15861593, Sep. 2004.
[16] J. Chen, D. Maksimovic, and R. Erickson, Buck-boost PWM
converters having two independently controlled switches, in Proc.
IEEE 32nd Annu. Power Electron. Spec. Conf., Vancouver, BC, Canada,
Jun. 2001, pp. 736741.
[17] Y. J. Lee, A. Khaligh, and A. Emadi, A compensation technique for
smooth transitions in a noninverting buck-boost converter, IEEE Trans.
Power Electron., vol. 24, no. 4, pp. 10021015, Apr. 2009.
[18] G. K. Andersen and F. Blaabjerg, Current programmed control of
a single-phase two-switch buck-boost power factor correction cir-
cuit, IEEE Trans. Ind. Electron., vol. 53, no. 1, pp. 263271,
Feb. 2005.
[19] J. Chen, D. Maksimovic, and R. W. Erickson, Analysis and design of
a low-stress buck-boost converter in universal-input PFC applications,
IEEE Trans. Power Electron., vol. 21, no. 2, pp. 320329,
Mar. 2006.
[20] B. Sahu and G. A. Rincon-Mora, A low voltage, dynamic, noninverting,
synchronous buck-boost converter for portable applications, IEEE Trans.
Power Electron., vol. 19, no. 2, pp. 443452, Mar. 2004.
[21] Y. J. Lee, A. Khaligh, A. Chakraborty, and A. Emadi, Digital combina-
tion of buck and boost converters to control a positive buckboost con-
verter and improve the output transients, IEEE Trans. Power Electron.,
vol. 24, no. 5, pp. 12671279, May 2009.
[22] A. Khaligh, J. Cao, and Y. J. Lee, A multiple-input DC-DC converter
topology, IEEE Trans. Power Electron., vol. 24, no. 3, pp. 862868,
Mar. 2009.
[23] I. A. Khan, Battery chargers for electric and hybrid vehicles, in Proc.
IEEE Workshop Power Electron. Transp., Dearborn, MI, Oct. 1994,
pp. 103112.
Young-Joo Lee (S07) received the B.S. degree
in electrical engineering from Korea University of
Technology and Education, Cheon-An, Korea, in
1996, the M.S. degree from Gwang-Woon Univer-
sity, Seoul, Korea, in 2003, and the Ph.D. degree,
focusing on the integrated bidirectional converter for
plug-in hybrid electric vehicles, from the Illinois
Institute of Technology, Chicago, in 2009.
In 1995, he joined SunStar R&C, Incheon, Korea,
which is highly specialized in industrial sewing ma-
chines, motors, and their controllers. Then, he joined
Genoray Co., Ltd., which manufactures X-ray fluoroscopy equipment for
medical surgery. He is currently conducting research and development related
to sensorless motor drives for appliances as a Lead Engineer with the R&E
Center of Whirlpool Corporation, Benton Harbor, MI. He has more than ten
years of experience in industries associated with industrial sewing machines,
medical X-ray fluoroscopy, and appliances. His experiences cover control over
brushless direct current (BLDC), permanent magnet synchronous machine
(PMSM), induction, stepper motors, power converters, X-ray electron tubes,
and other electricpneumatic actuators.
Alireza Khaligh (S04M06) received the B.S. and
M.S. degrees (with highest distinction) from Sharif
University of Technology, Tehran, Iran, and the
Ph.D. degree from Illinois Institute of Technology
(IIT), Chicago, all in electrical engineering.
He was a Postdoctoral Research Associate with
the Department of Electrical and Computer Engi-
neering, University of Illinois, Urbana. He is cur-
rently an Assistant Professor and the Director of the
Energy Harvesting and Renewable Energies Labo-
ratory, Electric Power and Power Electronics Cen-
ter, Department of Electrical and Computer Engineering, IIT, where he has
established courses and curriculum in the area of energy harvesting and
renewable-energy sources. He is the author/coauthor of more than 55 journal
and conference proceeding papers, as well as three books, including Energy
Harvesting: Solar, Wind, and Ocean Energy Conversion Systems (CRC, 2009),
Energy Sources, Elsevier Power Electronics Handbook (Elsevier, 2009), and
Integrated Power Electronics Converters and Digital Control (CRC, 2009).
His research interests include the modeling, analysis, design, and control of
power electronic converters, hybrid electric and plug-in hybrid electric vehicles,
energy scavenging/harvesting from environmental sources, and the design of
energy-efficient power supplies for battery-powered portable applications.
Dr. Khaligh is a Member of the Vehicle Power and Propulsion Committee,
the IEEE Vehicular Technology Society, the IEEE Power Electronics Society,
the IEEE Industrial Electronics Society, the IEEE Education Society, and the
Society of Automotive Engineers. He is the Conference Chair of the IEEE
Chicago Section. He is also an Associate Editor for the IEEE TRANSACTIONS
ON V EHICULAR T ECHNOLOGY (TVT) and was a Guest editor for the Special
Issue of the IEEE TVT on Vehicular Energy Storage Systems. He was also
a Guest editor for the Special Section on Energy Harvesting of the IEEE
TRANSACTIONS ON INDUSTRIAL ELECTRONICS. He was the recipient of
the Distinguished Undergraduate Student Award from Sharif University of
Technology, which was jointly presented by the Minister of Science, Research,
and Technology and by the President of Sharif University, and the 2009 Armour
College of Engineering Excellence in Teaching Award from IIT.
Ali Emadi (S98M00SM03) received the B.S.
and M.S. degrees (with highest distinction) in elec-
trical engineering from Sharif University of Technol-
ogy, Tehran, Iran, and the Ph.D. degree in electrical
engineering from Texas A&M University, College
Station.
He is currently the Harris Perlstein Endowed Chair
Professor of Electrical Engineering and the Director
of the Electric Power and Power Electronics Center
and Grainger Laboratories, Department of Electrical
and Computer Engineering, Illinois Institute of Tech-
nology (IIT), Chicago, where he has established research and teaching facilities,
as well as courses in power electronics, motor drives, and vehicular power
systems. He is the author or coauthor of more than 250 journal and conference
proceeding papers, as well as several books.
Dr. Emadi is the Editor (North America) of the International Journal
of Electric and Hybrid Vehicles. He has been the Guest Editor-in-Chief of
the Special Issue on Automotive Power Electronics and Motor Drives of
the IEEE TRANSACTIONS ON POWER ELECTRONICS. He was the Guest
Editor of the Special Section on Hybrid Electric and Fuel Cell Vehicles of
the IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY and the Guest
Editor of the Special Section on Automotive Electronics and Electrical
Drives of the IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS. He has
served as an Associate Editor for the IEEE TRANSACTIONS ON VEHICULAR
TECHNOLOGY, the IEEE TRANSACTIONS ON POWER ELECTRONICS, and
the IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS. He has received
numerous awards and recognitions, including the 2003 Eta Kappa Nu Out-
standing Young Electrical Engineer of the Year (a single international award)
by virtue of his outstanding contributions to hybrid electric vehicle conversion
by the Electrical Engineering Honor Society, the 2002 University Excellence
in Teaching Award from IIT, the 2004 Sigma Xi/IIT Award for Excellence
in University Research, the 2005 Richard M. Bass Outstanding Young Power
Electronics Engineer Award from the IEEE Power Electronics Society, and the
Best Professor of the Year Award in 2005, as chosen by the students at IIT. He
has also been named Chicago Matters Global Visionary in 2009.