Design and Control of a Multiple Input DC/DC Converter for Battery/Ultra-capacitor Based Electric Vehicle Power System

Zhihao Li, Omer Onar, and Alireza Khaligh Energy Harvesting and Renewable Energies Laboratory (EHREL) Electrical and Computer Engineering Department, Illinois Institute of Technology, 3301 S. Dearborn St. Chicago, IL 60616; Tel: (312) 567-3444 Email: khaligh@ece.iit.edu; URL: www.ece.iit.edu/~khaligh Erik Schaltz Department of Energy Technology, Aalborg University, Aalborg, Denmark E-mail: esc@iet.aau.dk

Abstract-

Battery/Ultra-capacitor

based

achieve good performance and affordable cost. In order to design an EV having comparable performance with conventional vehicles using internal system is combustion introduced to engine EV. (ICE), Proposed battery/ultra-capacitor based power distribution battery/ultra-capacitor system, which is capable of meeting the demands that vehicle may encounter under any condition. Battery bank is capable of supplying the main power to drive the electric machine; however it is not able to supply large bursts of power in short durations. For this reason, the use of ultra-capacitor can be considered to relieve battery pack from peak power transfer stress, due to capacitors higher specific power and cycling efficiency [2]. By combining battery bank and capacitor tank, it is possible to use a smaller battery with less peak-output power capability. Therefore, the cost would decrease significantly and the efficiency of the energy sources would increase [3]. Generally, a compact, lightweight, efficient power system is desired for electrical vehicles [4]. Fig. 1 shows the configuration of an electrical vehicle with battery bank and ultra-capacitor tank as its energy sources, utilized using a multiple input DC/DC converter.

electrical vehicles (EV) combine two energy sources with different voltage levels and current characteristics. This paper focuses on design and control of a multiple input DC/DC converter, to regulate output voltage from different inputs. is The proposed of multi-input converter capable

bi-directional operation and is responsible for power diversification and optimization. A fixed switching frequency strategy is considered to control its operating modes. A portion of New York City Cycle that includes these operation modes is used to perform the analyses. I. INTRODUCTION Concept of electrical vehicles (EV) is a philosophy that integrates vehicular engineering and electrical engineering. Energy sources of EV should satisfy the demands of high energy density, fast charging and discharging capabilities, long cycle life, low cost, and low maintenance [1]. Rechargeable chemical batteries are the most traditional energy sources for EVs. System integration and optimization are prime factors to

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Fig. 1. Battery/Ultra-capacitor based EV. II. CIRCUIT TOPOLOGY AND ANALYSIS In this paper, a four quadrant multi-input power electronic converter (MIPEC) is investigated. The converter is shown in Fig. 2. It is seen that battery and ultra-capacitor are respectively connected as inputs to a common inductor through bi-directional switches. These switches can be realized by two parallel IGBTs or other similar devices [5]-[7]. Due to different conduction cases of diodes and switches, the converter can be operated in buck, boost and buck-boost modes for both positive and negative input powers..

Fig. 2. Multi-Input power electronic converter. If the inductor current is continuous, it means at least one switch or one diode is turned on all the time. Diode is on only if all of switches are turned off. If more than one switch is turned on at the same time, the inductor voltage equals to the highest voltage of the inputs [8]-[12]. In this research, in order to simplify the operation, we have following constraints: sources deliver power to the output. Because the voltage level of battery is always higher than that of the ultra-capacitor, S2A is turned on all the time in this mode. The inductor current is controlled by the switch Q2 and the distribution of power from the battery and the ultra-capacitor is controlled by S1A. When the switch Q2 is not conducting, the diode D3 is turned on. The multi-input converter is working to boost the inputs voltage levels, the circuit can be therefore simplified to the diagram in Fig. 3.

VO > VBatt > VUC

Inductor current iL is continuous

Mode A: In this mode, both of the two input

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Fig. 3. Multi-input converter in boost mode. Let us define VBatt=V1, VUC=V2, CBatt=C1, CUC=C2, and the equivalent resistance of load can be defined as Ro. In steady-state, the average inductor voltage is zero. It is assumed that each switch is operated at the same frequency of 1/Ts and the leading edge of each signal coincides. In this mode, there are three intervals based on the switching frequency and duty rations of the input switches. - During the interval of DS1ATs, Q2 is turned on, and both S1A and S2A are conducting, because V1 is higher than V2, so V1 is applied to the inductor for energy storing. - During the (DQ2-DS1A)Ts interval, when S1A is turned off, only V2 is effective as the terminal voltage for inductor, so the ultra-capacitor supplies energy to the inductor. - For the (1-DQ2)Ts interval, when Q2 is off, D3 will be turned on to deliver energy to the load. Since the S2A is turned on all the time, after Q2 is off, V2 is connected to the load through D3 to supply the rest of demanded energy. After state-space averaging, and using state equations the relationship between inductor current and duty cycle of switch Q2 can be obtained as

IL (s) VOROCOs + VO + (1 DQ2 )ROIL = DQ2 (s) LROCOs2 + Ls + RO (1 DQ2 )2

(1)

Mode B: in this regenerative braking mode, the

power is delivered from output to both inputs V1 and V2. The converter works as a buck converter in this mode. Since the input V2 is lower than V1, the switch S1B is always turned on. The inductor current is controlled by switching Q3 and the distribution of power between V1 and V2 is controlled by S2B. D2 will not be conducting until Q3 is turned off. The two inputs are modeled by two resistive loads respectively. The circuit can be reduced as shown in Fig 4.

Fig. 4. Multi-input converter in buck mode.

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In buck mode, ultra-capacitor will get charged first when both S1B and S2B are conducting. Therefore, S1B is turned on all the time. The state equations follows: - In the interval of DS2BTs, Q3 is conducting and the switch S2B is turned on, the regenerative power from the load flows into the ultra-capacitor to and ultra-capacitor is charged. - During the interval of (DQ3-DS2B)Ts, power from the load will charge the battery bank through S1B, after S2B is turned off. In this way, can be obtained according to conducting cases of switches and diodes as

the power distribution between battery and capacitor ban be controlled and power management is provided. - In the interval of (1-DQ3)Ts, when Q3 is turned off, D2 is turned on. Since S1B is always conducting in buck mode, the rest of the energy stored in the inductor is used to charge the battery continuously. By state-space averaging, the state equations can be obtained and get the relationship between the inductor current and the duty cycle of switch Q3 as follows:

IL (s) Vo (R1R2C1C2s2 + (R1C1 + R2C2 )s +1) ; (2) = 2 2 3 2 2 2 DQ3(s) LR R C C s + L ( R C + R C ) s + ( L + R R ( C ( 1 D ) + C D )) sR ( 1 D ) + R D 1 2 1 2 1 1 2 2 1 2 2 1 S 2B 1 2 S2B S 2B S2B

III. RESULTS AND ANALYSES The simulation is based on the New York City Drive Cycle (NYCC) load profile and lasts for about 30 seconds. Actually, the whole time period of NYCC load profile is 600 seconds, however for the simulation a potion of this drive cycle is used to perform all modes of operation instead of using the whole period. In the selected time period, both accelerating and decelerating operations are included in order to present the bi-directional power flow. The waveform of load current is shown in Fig. 5. The load current is in accordance to the power requirement of the drive train. From Fig. 5, it is seen that the load current starts at t=152, then it has both increasing and decreasing variations during the selected time portion. At about t=166, the load current becomes negative, which represents the regenerative braking period. In this period, energy flows from the load to the input sources yielding charging of battery and ultra-capacitor. Fig. 5. Load current. Fig. 6 and Fig. 7 show the current waveforms of battery and ultra-capacitor. Comparing Fig. 6 and Fig. 7, it is shown that the battery current waveform is much smoother than that of the ultra-capacitor current. The battery supplies the main power to the load and there are no significant oscillations in the battery current waveform. For the battery, it is not desired to have large magnitude of oscillations since fast charging and discharging will reduce the lifetime of battery. However, the ultra-capacitor has better and faster cycling characteristics. From Fig. 7, it is obvious to find that ultra-capacitor is always handling the fast change of energy variations. Both battery and ultra-capacitor enable to follow the power variation of the load very well, which ensures the ideal performance of the vehicle during driving conditions.

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40

35

30

] A t[ n e r r u C y r e ta B

25

20

15

10

-5

155

160

165

Time [s]

170

175

180

Fig. 6. Battery current.

80

Fig. 10. State of charge of UC. Fig. 9 and Fig. 10 show the state of charge of battery and ultra-capacitor. The values of state of charge will not fall too low so as to keep the input sources have enough energy to supply the load. In Fig. 10, it is shown that the state of charge decreases when the UC current is positive; and the state of charge increases when the UC

60

40

20

-20

-40 155 160

Time [s]

165

170

175

180

current

is

negative.

The

charging

and

Fig. 7. Ultra-capacitor current.

discharging characteristics of the sources can be learned from the figures of state of charge. IV. CONCLUSION This study presents a battery/ultra-capacitor based multiple-input buck-boost converter utilized in a small electric vehicle. The two input sources are share one common inductor. The battery bank is designed to supply average demand power of the vehicle, on the other hand,

Fig. 8. Bus voltage. The bus voltage shown in Fig. 8 is almost constant at 250V with some insignificant variations around the nominal operation voltage.

ultra-capacitor bank supplies or recaptures the large bursts of power with high C-rates. In this topology, only one input inductor is required, which significantly reduce the cost and size of the whole system. Input sources are effectively controlled to deliver desired power levels to the load fast and accurate enough. Regenerative energy can be efficiently recaptured by battery and ultra-capacitor during braking periods. The proposed topology is able to be extended to applications applications. using other multi-source

Fig. 9. State of charge of battery

REFERENCES [1] C. C. Chan and K. T. Chau, Modern electric vehicle technology, Oxford University Press Inc., New York, 2001

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[2] A. Emadi, M. Ehsani, and J.M. Miller, Vehiclular Electric Power Systems: Land, Sea, Air, and Space Vehicles. Dekker, 2003. [3] C. C. Chan, The state of the art of electric and hybrid vehicles, Proc. IEEE, vol.90, pp.247-275, Feb.2002. [4] A. Di Napoli, F. Crescimbini, L. Solero, F. Caricchi, and F. Giulii Capponi, Multiple-Input DC-DC Power Converter for Power-Flow Management in Hybrid Vehicles, Proc. IEEE, 0-7803-7420-7/02/, pp.1578-1585, 2002 [5] B. G. Dobbs and P. L. Chapman, A Multiple-Input DC-DC Converter Topology, IEEE. Power Elelctronics Letters, vol, March 2003, pp.6-9 [6] H.-J. Chiu, H.-M. Huang, L.-W. Lin, M.-H. Tseng, A Multiple-Input DC/DC Converter for Renewable Energy Systems, 0-7803-9484-4, IEEE, pp.1304-1308, 2005. [7] Y. M. Chen, Y. C. Liu, and F. Y. Wu, Multi-Input DC/DC Converter with Ripple-Free Input Currents, IEEE PESC, vol, 2, June 2002, pp.796-802 New York: Marcel

[8] A. D. Napoli, F. Crescimbini, F. Giulii Cappponi, and L. Solero, Control Strategy for Multiple Input DC-DC Power Converters Devoted to Hybrid Vehicle Propulsion Systems, IEEE, vol, 2005, pp.1036-1041 [9] F. Caricchi, F. Crescimbini, A. Di Napoli, O. Honorati and E. Santini, Testing of A New DC-DC Converter Topology For Integrated Wind-Photovoltaic Generating Systems, The European Power Electronics Association, vol, 1993, pp. 83-88 [10] H. Matsuo, K. Kobayashi, Y. Sekine, M. Asano, and L. Wenzhong, Novel Solar Cell Power Supply System Using the Multiple-Input DC-DC Converter, IEEE, vol, 1998, pp.797-802 [11] B. Ozpineci, L. M. Tolbert, and Z. Du, Multiple Input Converters for Fuel Cells, IEEE, vol, 2004, pp.791-797 [12] M. Marchesoni, C. Vacca, New DC-DC Converter for Energy Storage System Interfacing in Fuel Cell Hybrid Electric Vehicles, IEEE, Power Electronics, vol, pp.301-308

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