A Non-isolated Multi-input Multi-output

DCDC Boost Converter for Electric

Vehicle Applications
Jameel Ahmad Department of Electrical
Engineering, UET Lahore

Solar powered residential home with plug-in hybrid

electric vehicle (PHEV) loads

Motivatio
n Sources
Hybridization of Energy

the loads power can be flexibly distributed between input sources

Charging or discharging of energy storages by other input sources can be

controlled properly

Several outputs with different voltage levels which makes it suitable for
interfacing to multilevel inverters

Multilevel inverter leads to reduction of voltage harmonics reducing

torque ripple of electric motor in electric vehicles

Electric vehicles which using dc motor have at least two different dc

voltage levels, one for ventilation system and cabin lightening and other
for supplying electric motor.

Serial and Split-power Hybrid Electric Vehicle

Contents
Introduction
Multiport DC-DC Boost Converter Structure and Operational
Modes
Dynamic Modeling of the Proposed Converter Using State Space
Averaging Method
Battery Charging and Discharging Modes
Small Signal Modeling and Steady State Analysis
Controller Design and Duty Cycle Generation
Simulation Results Using MATLAB/SIMULINK
Conclusion

Electric Vehicle Efficiencies and Carbon

Footprint
Transportation, a major contributing factor for
greenhouse gas emissions has started to electrify
its infrastructure by using Electric Vehicles (EV)
Result is
1.Reduce Carbon Footprint and environmental
pollution
2.Reduced Fuel Cost
3.Increased Energy efficiency: a pure EV has a high
efficiency (68%) compared to Fuel Cell (FC) based
EVs (30%)

Multiport Isolated and non-isolated

DC-DC Converters

Non-isolated DC/DC voltage converters:

Buck (step-down) converters
Boost (step-up) converters
Buck/boost (step-up/step-down)
converters
Inverting converters
SEPIC converters
Switched-capacitor voltage converters
Less Noise filtering blockage

Isolated DC/DC voltage converters:

Flyback converters
Forward converters
Push-pull converters
Resonant converters
Half-bridge converters
Full-bridge converters
have strong noise and interference
blocking capability thus provide the load
with a cleaner DC
source which is
required by many sensitive load. various
equipment from

Isolated Buck Converter

Non-Isolated MIMO BOOST Converter Structure

Structure for 2x2 MIMO Converter

Battery Discharging Mode

Small Signal Dynamic Model of Converter

State Variables and State
Space Model

State Vectors

State Space Averaging Model of Converter from

eqns 1-4

Calculation of Duty Cycle from Steady State Analysis

System Matrices and Transfer Functions : g11, g22, g33

Battery Discharging Mode

Transfer Function of Converter

Simulation Bode Plot of g11 (Discharging Mode):

Before and After the Compensation

Calculation of g11 and Duty Cycles

Transfer function: Uncompensated
6.752e006 s + 3.858e008
----------------------------------------s^3 + 57.14 s^2 + 8.986e004 s + 2.544e006

D1 =
0.5780
D3 =
0.5539

Transfer function: Compensated

1.958e007 s^2 + 1.886e010 s + 1.014e012
-------------------------------------------------------s^4 + 7699 s^3 + 5.265e005 s^2 + 6.892e008 s +
1.944e010

D4 =
0.7890
IL =
5.4163

d4 Duty Cycle Generation and Compensated g11

SIMULINK Model

Re-produced Result : g11 UncompensatedDischarging Mode

Re-produced Result : g11 CompensatedDischarging Mode

Paper Bode Plot of g22 (Discharging Mode):

Before and After the Compensation

Reproduced Result: Bode Plot of g22

(Battery Discharging Mode): Before and After the Compensation

g22 and duty cycles : Battery Discharging Mode

D1 =
Uncompensated g22
Transfer function:
3.292e006 s + 9.405e007
----------------------------------------s^3 + 57.14 s^2 + 8.986e004 s + 2.544e006

0.5780
D3 =
0.5539

duty cycles

D4 =

Compensated g22

0.7890

9.533e006 s^3 + 2.584e010 s^2 + 1.24e013 s + 3.335e014

--------------------------------------------------------------------------s^5 + 1.71e004 s^4 + 2.054e006 s^3 + 1.59e009 s^2 + 1.324e011 s + 2.521e012

Calculation of g22 and Duty Cycle d3 Generation:

Battery Discharging Mode
g22

Simulation Bode Plot of g33 (Discharging Mode):

Before and After the Compensation

Calculation of g33 and Duty Cycles:

Battery Discharging Mode
Uncompensated g33

D1 =
0.5780

Transfer function:
1.772e004 s^2 + 1.519e006 s + 1.511e007
----------------------------------------s^3 + 57.14 s^2 + 8.986e004 s + 2.544e006

D3 =

Compensated g33

D4 =
0.7890

Transfer function:
1.772e004 s^3 + 5.064e006 s^2 + 3.19e008 s + 3.022e009
--------------------------------------------------------s^4 + 62.14 s^3 + 9.015e004 s^2 + 2.993e006 s + 1.272e007

0.5539

duty cycles

Calculation of g33 and Duty Cycle d1 Generation:

Battery Discharging Mode
g3
3

Simulation Parameters

System Level Simulation

PWM Generation Mechanism in a DC-DC Converter

Actual Paper Results-Battery Discharging Mode

( Ib=4A, VO1=80V,VT=120V )

Reproduced Results-Battery Discharging

( Ib=4A, VO1=80V,VO2=40V

Reproduced Results-Battery Discharging ( Ib=4A,

VO1=80V,VO2=40V

Battery Charging Mode

SIMULINK Model: Battery Charging Mode

Simulation Bode Plot of g11 (Charging Mode):

Before and After the Compensation

PWM Control Signal Generation-d4

Battery Charging Mode

Simulation Bode Plot of g22 (Charging Mode):

Before and After the Compensation

PWM Control Signal Generation-d1

Battery Charging Mode

Simulation Bode Plot of g33 (Charging Mode):

Before and After the Compensation

PWM Control Signal Generation-d2

Battery Charging Mode

Paper Results: Battery Charging Mode

Reproduced Results-Battery Charging

( Ib=4A, VO1=80V,VO2=40V

Reproduced Results-Battery Charging ( Ib-ref=0.9A, VO1=80V,VT=120V

Hardware Implementation

Thanks ?