A High Power Quality Battery Charger for Light
Electric Vehicle based on Improved BL Cuk
Converter with Low Component Count
Bhim Singh, Fellow IEEE
Electrical Engineering Department
Indian Institute of Technology, Delhi
bsingh@ee.iitd.ac.in
Abstract—In this paper, a bridgeless (BL) Cuk converter
with low component count is presented for front-end power
factor correction (PFC) in E-rickshaw battery charger. A
flyback converter is used at the next stage to control the
current through the e-rickshaw battery. This front-end BL
Cuk converter uses only one switch, and one diode for
bridgeless operation. The numbers of magnetic components in
the converter, are reduced to half than that in a conventional
two switch BL Cuk converter based E-rickshaw battery
chargers. Therefore, the total component count is significantly
reduced than the conventional one. This BL Cuk converter has
the additional advantage of reduced switch voltage stress when
compared to conventional BL converters. This BL PFC
converter and the isolated converter are selected to operate in
discontinuous conduction mode (DCM). An 850W prototype of
this EV charger is tested at steady state and over the varying
supply voltages. The improved performance of this BL Cuk
converter is observed with reduced voltage stress, higher
efficiency over the conventional BL converters on the account
of low conduction losses.
Keywords— E-rickshaw Charger, Bridgeless Cuk Converter,
PFC, Power Quality, Discontinuous Conduction Mode
I. INTRODUCTION
Electric mobility is expanding at a rapid pace. In 2018,
the global electric car fleet exceeded 5.1 million, up 2
million from the previous year and almost doubling the
number of new electric car sales [1]. Electric Vehicles (EVs)
represent a paradigm shift for both the transport and power
sectors, with the potential to aid the decarbonisation of both
sectors by coupling them [2]. This coupling requires the use
of efficient power conversion techniques for charging EV
battery through grid [3], which also reduces the inevitable
power quality issues at the supply front-end. The
conventional chargers for EV, use diode bridge rectifier
(DBR) based AC-DC converters, which provide highly
distorted current at mains. Moreover, the power factor is
seen to be quite low in these chargers. Therefore, these
configurations do not comply with the recommended power
quality standards such as the IEC 61000-3-2 [4]. Several
level 1 battery chargers [5] for electric vehicles are reported
in the literature based on the advanced topologies such as
full bridge, half bridge and LLC converter. However, these
configurations are not recommended for low cost EV
chargers as they require large number of components,
complex magnetics and control circuitry [6-8].
In the literature, to provide high power quality and unity
power factor operation at source end, the improved power
quality (PQ) converters are used between the DBR and the
output capacitor. Two stage EV chargers have clear
advantages of high reliability, tight DC-link voltage
978-1-7281-6664-3/20/$31.00 ©2020IEEE
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Radha Kushwaha, Member IEEE
Electrical Engineering Department
Indian Institute of Technology, Delhi
radhakushawaha@gmail.com
regulation and low DC-link capacitor size over the single
stage EV chargers. Conventional boost power factor
correction (PFC) converter is recommended for unity power
factor (UPF) operation in e-rickshaw chargers. However,
due to providing wide variation in DC-link voltage, a buck-
boost converter is preferred over boost converter [9].
Several such buck–boost based configurations offer
additional advantages of low conduction loss in the PFC
stage with bridgeless (BL) technology. All these
configurations like Cuk, SEPIC (Single Ended Primary
Inductance Converter), Zeta, CSC (Canonical Switching
Cell) and Landsman converter use only two line side diodes.
Therefore, thermal utilization of the switches, is improved
as well as diode conduction loss is reduced when compared
to DBR based improved PQ converters. Many bridgeless
PFC converters based on Cuk [10], SEPIC [11] and Zeta
configurations [12] are presented in the literature. However,
these BL converters use large number of components due to
having two converter cells for bridgeless operation in both
the halves of supply cycle. Therefore, to follow the
requirements of improved efficiency and high power
density, as per [13], the reduction in total part count has
become vital in conventional BL configurations. The Cuk
converter is the most recommended topology for PQ
improvement in e-rickshaw battery chargers as the ripple is
low at the input and output. The configuration of
conventional bridgeless Cuk PFC converter based EV
charger is shown in Fig. 1. It is seen that the conventional
BL Cuk converter uses two switches, two high frequency
diodes, two line diodes, two series capacitors and four
inductors. Apart from the higher total part count, the stress
on the PFC device is obtained as the sum of input voltage
and DC-link voltage (Vin+Vdc), which is quite high. To
reduce the stress on the conventional BL Cuk converter,
many methods of soft switching are reported in the
literature. However, additional magnetic components and
capacitors are needed for soft switched PFC converters for
EV chargers.
Fig. 1 Configuration of Conventional BL Cuk Coverter based EV Charger
1

(a)
(b)
Fig. 2 (a) Configuration of Conventional BL Cuk Coverter based EV
Charger (b) Single bidirectional switch for bridgeless operation
Therefore, to overcome the above drawbacks in
conventional topology, an improved BL Cuk converter with
reduced part count and reduced switch voltage stress is
presented in this work. This BL Cuk converter is used for
PQ improvement in e-rickshaw battery charger which uses
the flyback converter at next stage, to control the current
through the e-rickshaw battery. This BL Cuk PFC converter
uses only one switch, and one diode for bridgeless
operation, as shown in Fig. 2(a). The number of magnetic
components in the converter are reduced to half than that in
conventional two switch BL Cuk converter based E-
rickshaw battery charger (Fig.1). Therefore, the total
component count is significantly reduced than the
conventional one. Moreover, the stress on semiconductor
devices is reduced from (Vin+Vdc) to (Vin+Vdc/2). This gives
the advantages of low conduction loss and improved
efficiency than the conventional BL Cuk converter based
EV charger. Both the converters are designed in
discontinuous conduction mode (DCM), which provides
inherent soft switching in switches and diodes. The number
of sensors, is reduced as well as the size of magnetics is
lowered with DCM operation. Therefore, the objectives of
low cost, improved efficiency and high power density are
achieved. An 850W prototype of this EV charger is tested at
steady state and over the varying supply voltages. The
improved performance of this BL PFC Cuk converter is
observed with a 48V 100Ah battery under all the operating
conditions.
II. SCHEMATIC AND OPERATING PRINCIPLE
The configuration of this e-rickshaw charger with
improved BL Cuk PFC converter followed by flyback
converter is shown in Fig. 2 (a). This BL Cuk PFC converter
uses one bidirectional switch (consisting SU and SL), as
shown in Fig. 2 (b), which assists the bridgeless operation
during positive and negative half of line voltage. This BL
converter shares all the components during positive as well
as negative line cycle operation with one diode Do, one
input inductor Li, one output inductor Lo and one
intermediate capacitor Cs. Therefore, the number of total
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components, is significantly reduced as the number of
magnetic components, is half than that in conventional BL
Cuk converters. Moreover, this converter provides lower
voltage stress on PFC devices at the cost of an additional
output capacitor than conventional BL converter.
The output of this improved BL converter is controlled to
provide a DC link of constant 300V, which feeds the
flyback converter at next stage. The flyback converter
provides the desired battery current during constant current-
constant voltage (CC-CV) mode charging. Both the
converters are designed in DCM. DCM operation gives the
size and cost advantages with reduced number of sensors
than the converters operation in continuous conduction
mode (CCM). The equivalent operating modes of this
improved BL converter and the isolated converter, are
explained as follows.
A. Operating Modes of Improved BL Cuk Converter
To operate the upper and lower switches SU and SL,
similar pulses are used for this bidirectional switch. The
associated waveforms for three modes are shown in Fig. 3,
over one switching cycle of positive half cycle line. Due to
symmetrical operation in both cycles, modes corresponding
to only positive half, are illustrated as follows.
Mode-I: During mode-I, the switch SUof bidirectional
switch is made ON. The input inductance, Li starts storing
the energy from supply and current rises linearly, as shown
in Fig. 3. The diode remains in OFF state. As shown in Fig.
4(a), the voltage across the series capacitor, Cs starts falling
off via the upper switch and lower body diode. The required
battery current is supplied via the inductance, Lo and output
capacitor.
Mode-II: This mode starts when the switch SU is turned
OFF and output diode, Do becomes forward biased due to
reverse voltage across the series capacitor, Cs. The current
through the inductance, Li starts falling with a ramp, shown
in Fig. 3. The required power to the flyback converter is
transferred through the output inductor Lo and diode Do,
respectively, as shown in Fig. 4(b).
Mode-III: This mode starts when all the semiconductor
devices are in OFF state. At this instant, the converter enters
DCM region. The current freewheels through the two
inductors Li and Lo such as the current in diode Do is zero.
Fig. 3 Key waveforms of different components over one switching cycle
 is maintained at constant 300V. The converter is switched at
frequency of 20 kHz, which is sufficiently high to consider
the average value of quantities over one switching cycle.
The expression for the single phase source voltage
applied to this BL converter, is written as,
v s ( t ) = V spk sin( 2π f L t ) = 311 sin( 2 π × 50t ) (1)
where, Vs is the AC rms voltage (peak magnitude
(a) Vspk=Vs√2)and fL denotes the supply frequency in Hz. The
DC-link voltage of BL PFC converter (VCuk, where VCuk1 or
VCuk2), is related to the source voltage, as,
VCuk Dc (2)
= VCuk1,2 = vs 2
2 1 − Dc
where, Dc is the duty cycle for this improved BL
converter in DCM. Therefore, the expression for the
(b) instantaneous duty ratio Dc, is obtained, using the
instantaneous line voltage vi as,
VCuk / 2 (3)
Dc ( t ) =
vi ( t ) + VCuk / 2
To obtain an inherent discontinuous operation of
converter, the disturbance in supply voltage is considered
for the range 160V (Vsmin) to 260V (Vsmax). For this input
voltage range, the range of duty ratio is obtained as 0.39
(c) (Dcmax) to 0.29 (Dcmin).
Fig.4 Equivalent Circuit of improved BL Cuk converter for the positive For the selected current ripple of double the average load
supply cycle (a) Mode-I (b) Mode-II (c) Mode-III current, the converter operation is ensured in DCM over a
The current through one of the inductors reverses, such as an complete switching cycle. The critical value of the output
equivalent current i, is seen through the converter, as shown inductor Loc, is calculated with the expression given as,
in Fig. 4 (c). The required charging power for the e-rickshaw VCuk1,2 (1 − Dc min ( t )) VCuk1,2 Dcmin ( t ) Ri Dcmin ( t )
Lo = = = (4)
battery, is given by the output capacitors, CCuk1 and CCuk2. 2I Lo f s 2Ii f s 2Ii f s
The same operations and switching pattern are observed over V 2  1 VCuk1,2  1602  1 150
the negative supply cycle with lower switch SL. Loc =  smin  =  = 299.67μ H
 P 2f V 
  s smin 2 +VCuk1,2  850  2 × 20000 160 2 + 150
B. Operating Modes of Isolated Converter Where, Ri is the equivalent input resistance of this
The isolated converter is selected to operate in DCM, improved BL converter. To ensure no conduction through
which ensures a discontinuous current in high frequency diode during mode-III, a deep DCM operation is achieved
transformer (HFT) inductance, when switching interval ends. by selecting the output inductance (Lo1,2) as100µH.
During mode-I, pulses to the switch Sfis turned ON. The To ensure the effective power transfer during mode-II,
magnetizing inductor current ipri rises through the primary of and considering the peak voltage ripple (ζ)as12%, the
HFT. The output diode Df remains in blocked state. The
expression for the calculation of the capacitance (Cs) in
battery current is given by the DC-link capacitor Cbatt of the
charger. Mode-II begins when pulses to the switch Sf is CCM, is given as,
stopped. The stored energy in the magnetizing inductor of V D (t ) VCuk1,2 VCuk1,2 (5)
C = Cuk1,2 cmax =
ζ ( vi ( t ) + VCuk1,2 ) f s (VCuk1,22 / P) vi ( t ) + VCuk1,2
s
HFT releases through the secondary winding. The diode Df VCs f s RL
comes into conduction and supplies the required battery P 850
Cs = = = 1.321μ F
current during CC-CV mode. During mode-III, both the ζ f s ( 2Vsmax + VCuk1,2 )2 0.12 × 20000 × ( 260 2 + 150 )2
devices are turned OFF and the converter enters DCM
region. During this instant, the magnetizing inductor current The value of this capacitances, is estimated under
is discontinued for the entire switching period. The DC-link maximum supply voltage (Vsmax) and rated value of DC-link
capacitor provides the required charging energy for the voltage (VCuk1,2) of improved BL converter. Therefore, to
battery. The same sequence of switching is observed during achieve CCM, a capacitor of 1.5μF is chosen for this work.
each switching period. In order to reduce the filtering requirement as well as to
ensure the continuity in input current, the critical input
III. DESIGN OF IMPROVED EV CHARGER inductance (Lic) is calculated at minimum supply voltage
The design of this improved EV charger based on BL (Vsmin) and rated DC-link voltage (VCuk1,2), as,
Cuk converter with lower voltage stress on devices, is V 2  1 VCuk1,2
obtained for an 850W (P) prototype. The expressions for the Lic =  s min  (6)
 P  ξ fs V
  s min 2 + VCuk1,2
design of different components of two converters are given
 160 2  1 150
as follows. =
 850  0.2 × 20000 160 2 + 150
= 2.88mH
 
A. Design of Improved BL Converter Where, the peak current ripple (ξ) in input inductor Li is
The output voltage (VCuk) of improved BL PFC converter taken as 20%. Therefore, an inductance of 3mH is selected

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to obtain continuous operation of Li.
This improved BL converter uses two DC-link capacitors
(CCuk1=CCuk2)to provide reduced switch voltage stress in the
PFC stage, as well as, to avoid the presence of double the
supply frequency ripple in battery current. For a peak-peak
voltage ripple (δ) of 3%, the value for the two DC-link
capacitors,(CCuk1,2)are obtained as,
ICuk1,2 ( P / VCuk1,2 )
CCuk1,2 = = =
2 × 2π f δ VCuk1,2 4π f δ VCuk1,2 4π f δ (VCuk / 2 )2
850
= = 2000 μ F
4 × π × 50 × .03 × 150 2
Where ω is the line frequency expressed in rad/s.
Therefore, two capacitances of 2000µF are selected for this
work.
B. Design of Isolated Converter
The output voltage of flyback converter is maintained at
65V to ensure the charging of a 48V, 100Ah battery for CC-
CV charging regions. To obtain the required conversion
ratio from the input voltage of 300V, the turns ratio of 1/3 is
selected for HFT. The duty cycle Do for the flyback
converter is calculated using the expression as,
nDo
Vbatt = VCuk ( = 2VCuk1,2 )
1 − Do
Where, Vbatt is the output voltage of flyback converter to
maintain the flow of required battery current. To ensure zero
current through the diode Df, the duty ratio for converter is
calculated as 0.394 using (8). Fig. 5 shows the profile of e-
rickshaw battery charging during CC mode with the
variation in battery SOC(State of Charge). To achieve the
discontinuous current for the whole range of switching
cycle, the calculation for the critical value of HFT
inductance is made as,
(VCuk Do )2 ( 300 × 0.394 )2
L pri,c ≤ = = 169.41μ H (9)
2Vbatt I batt f sw 2 × 65 × ( 850 / 65 ) × 50000
where, the converter switching frequency (fsw) for this
converter, is selected as 50kHz. Therefore, an inductance
value, sufficiently less than the critical value, i.e. 130μH is
taken asHFT inductance.
To supply the rated battery power in CC-CV modes and
for a peak ripple voltage of 0.1%, the value of output
capacitor (Cbatt) is calculated as,
= 1.71mF (10)
DbattVbatt 0.394 × 65
C =
batt = controller is a control signal, CVbattt. Therefore, for kth instant
f (Vbatt 2 / P)Δ Vbatt 50000 × ( 65 2 / 850 ) × .001 × 65
Therefore, a capacitance of 2mF, 100V is preferred as the
output capacitor for this work, which ensures a low output
ripple as well as improved PQ operation over the wide
change in AC voltage at charger input.
Fig. 5 Profile for e-rickshaw battery chagrin in CC mode with improved BL
Cuk converter based charger
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IV. CONTROL OF BATTERY CHARGER
The control of this improved battery charger consists the
control of improved BL PFC converter and the control of
isolated converter during CC-CV regions. The control
technique for the two converters, are illustrated as follows.
A. Control of Improved BL Converter
P
Both the upper and lower switch of bidirectional switch
use the similar pulses for individual operation during two
(7)
half cycle. Due to DCM based design, the voltage follower
approach is used, which needs the sensing of single quantity
i.e. DC-link voltage. To control the converter, after the
comparison of sensed DC-link voltage (VCuk) and set voltage
reference, VCuk,,ref, the error is passed through the PI
(Proportional-Integral) controller. This error signal VCuke. is
expressed, at kth sampling instant, as,
VCuke (k) = VCukref (k) − VCuk (k) (11)
After the processing of this error through a PI controller,
a control signal CvCuk is initiated, which, for kth sampling
instant, is represented as,
CvCuk (k) = CvCuk (k − 1) + K pcuk {VCuke (n) − VCuke (n− 1)} + KicukVCuke (n) (12)
where, Kpcuk and Kicuk, are the tuned value of proportional
(8)
and integral gains for voltage PI controller. These gain
values are tuned to obtain a trade-off between stable
dynamics of the converter and safe operating voltage for
these devices. To obtain the required pulses for
discontinuous operation of the converter, the control signal,
CvCuk is compared to a saw tooth signal St using PWM
comparator, such as,
for vs˃0; or vs˂0; If St < CvCuk then SU ,L = 1 (13)
If St ≥ CvCuk then SU ,L = 0
where, 1 and 0 denote the switch ON and OFF condition
for both the switches SU and SL.
B. Control of Isolated Converter
The flyback converter uses a dual loop PI controller to
implement the CC-CV charging of the battery. During CV
mode, after sensing the converter output voltage or battery
voltage, it is compared to the charger reference output
voltage (Vbattt*). After the comparison of these two
quantities, an error Vbatte is obtained, which is passed
through the voltage PI controller. The output of this PI
of sampling, the expression for this error as well as, the
control signal is written as,
Vbatte ( k ) = Vbatt* ( k ) − Vbatt ( k ) (14)
CVbatt ( k ) = CVbatt ( k − 1) + K pVbatt {Vbatte ( k ) − Vbatte ( k − 1)} + KiVbattVbatte ( k ) (15)
where, KpVbatt and KiVbatte are the tuned value of gain
constants for battery side PI controller. From (15), this
control signal provides the reference charging current for the
battery side current controller. Upto the SOC range of 80%,
the battery charges in CC mode. However, for the SOC
range more than 80%, the battery starts charging in CV
mode. For CC charging, the sensed and reference charging
current are compared. The error Ibatte is passed through a
current PI controller and control signal CIbatt is obtained at
the output. For kth sampling instant, the expression for this
error and control signals, are represented in CC mode, as,
Ibatte ( k ) = Ibatt* ( k ) − Ibatt ( k ) (16)
CIbatt ( k ) = CIbatt ( k − 1) + K pIbatt { Ibatte ( k ) − Ibatte ( k − 1)} + KiIbatt Ibatte ( k ) (17)
where, KpIbatt and KiIbatt are the tuned gain constants of
battery side current PI controller. The optimum switching
pulses for the flyback converter are generated after passing
these control signal in (15) and (17) through a PWM control
block. The switching sequence determines the duration of
DCM period over which the converter operates satisfactorily
with improved PQ operation.
V. RESULTS AND DISCUSSION
The performance of this battery charger with improved
BL Cuk converter is verified using control techniques
developed on a DSP (Digital Signal Processor)
TMS320F28377S controller kit. The required sensing and
isolation circuitry are developed and the optimum switching
pulses for both the converters are obtained to provide
improved PQ operation. The experimental results are
discussed as follows.
A. Performance during Steady State Condition
The performance of this battery charger with improved
BL Cuk converter is demonstrated at steady state, as per
Figs. 6 (a)-(b). The UPF operation of this improved charger
is verified using Fig. 6 (a). It is seen that the supply current
(is) follows exactly the supply voltage (vs) and the battery is
charging in CC mode with constant battery current (Ibatt).
Fig. 6 (b) shows that DC-link voltage (VCuk) is well
maintained at constant 300V, which verifies the good
voltage regulation characteristics of this charger. Due to
DCM based design, the power factor correction is inherent
with this improved charger without the need of extra sensing
of input voltage unlike CCM operation.
B. Improved BL PFC Converter Performance
The operation of this improved BL converter for PF
correction at front-end of the charger is validated at steady
state and rate input voltage. Fig. 6(c) and (d) show the
waveforms of upper and lower switch voltages with respect
(a)
(d)
Fig. 6 Performance at steady State for Improved BL Cuk converter based charger (a)-(b) UPF Operation (c)-(e) Operation of Improved BL Cuk Converter
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to input voltage (vs), input current (is) and output inductor
current (iLo). The operation of the converter in bridgeless
mode is demonstrated with the ON and OFF of the switches
during individual half cycle. The peak voltage stress on PFC
devices is seen to be 460V, which is less than the
conventional BL Cuk converters i.e. in the order of
311+300=611V. The DCM design of output inductor Lo is
observed through the discontinuous current over one
switching cycle. The input and output inductors as well as
the series capacitor Co are shared during both the half cycle
operation, as per Fig. 6 (e).
C. PQ Improvement at Supply end
The improved PQ behavior of this charger with BL
converter is verified with the recorded PQ indices under
rated and varying supply voltages. As shown in Figs. 7 (a)-
(c), Figs 8 (a)-(c) and Figs. 9 (a)-(c), the unity PF and DPF
are observed at rated 220V and over wide change in line
voltage of 160V-260V, respectively. The line current
distortion is measured to be within 5% limit, which is in
compliance to the recommended PQ regulations.
D. Performance at Dynamics in Line Voltage
To show the robustness of this charger with BL
converter, a variation in line voltage from rated to 160V and
from rated to 260V is introduced and the obtained
experimental results are shown in Figs. 10 (a)-(b),
respectively. It is noticed that irrespective of the step change
in supply voltage, the charger draws a UPF line current is
taken from supply over the entire variation range. To
maintain the overall power through the charger, a rise and
fall in the line current are seen, respectively for the voltages
of 160V and 260V. However, the battery keeps charging in
constant current mode for the complete range of variation in
mains voltage.
The improved efficiency with new Cuk PFC based
charger over the conventional BL Cuk converter, is shown
in Fig. 11
(b) (c)
(e)
 VI. CONCLUSION
An e-rickshaw charger with improved BL Cuk PFC
converter at front-end cascaded to a flyback converter is
designed and implemented in this work. This improved BL
PFC converter has several advantages over the conventional
BL Cuk converter such as low component count, reduced
(a) (b) (c) switch voltage stress, low conduction loss and improved
Fig. 7 (a)-(c) PQ Improvement in improved EV charger at rated source
voltage
efficiency. The converter uses a bidirectional switch and all
the converter components are shared during the bridgeless
operation in the respective half of supply voltage. Therefore,
the objectives of a high power density, high efficiency and
low cost based design are achieved with this configuration.
Moreover, DCM based design facilitates further reduction in
size and cost due to lowered size of magnetics and less
(a) (b) (c)
number of sensors in the circuit. The performance of the ee-
Fig.8 (a)-(c) PQ Improvement in improved EV charger at dip in source rickshaw charger is demonstrated with the improved PQ
voltage based charging of the battery at steady state and over the
varying input voltages from 160V-260V. The distortion in
supply current follows the limit of less than 5%, for all the
three cases, which is in compliance with the recommended
regulations i.e. the IEC 61000-3-2 standard. Therefore, this
improved battery charger is the recommended alternative for
low cost charging of EVs such as e-rickshaw.
(a) (b) (c)
Fig.9 (a)-(c) PQ Improvement in improved EV charger at rise in source REFERENCES
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converter for welding power supply with improved power quality,"
in Proc. IEEE PEDES, 2014, pp. 1-6.
[13] Power Quality Requirements for Plug-in Vehicle Chargers—Part 1:
Requirements, SAE International Standard J2894, 2011.

Fig. 11 Improvement in efficiency of EV charger with improved BL

Cuk converter over conventional BL Cuk PFC converter

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