Design and Analysis of a Dual Input DC-DC

Converter for Hybrid Electric Vehicle

Sivaprasad A, Jijo Joseph, Kumaravel S, and Ashok S.
Department of Electrical Engineering,
National Institute of Technology Calicut, Kerala, India – 673 601
sivanuday@gmail.com, jijo4joseph@gmail.com, kumaravel_s@nitc.ac.in, ashoks@nitc.ac.in

Abstract—Green energy sources such as solar - PV, wind, fuel
cell, battery, ultra capacitor etc. are highly recommended in
hybrid electric vehicle applications. Power electronic converters
play an essential role in the incorporation of these green energy
sources in to the vehicle system. Design and analysis of a non -
isolated dual input DC-DC converter for the integration of
nonlinear V-I characteristic DC sources for the vehicle
propulsion system are discussed in this paper. Computer
simulations of the DC-DC converter for integrating two input
sources has been carried out in MATLAB/Simulink. A hardware
prototype of the DC-DC converter has been fabricated
successfully. The fabricated converter hardware has been tested
for the 5 HP DC motor drive in the laboratory. Performance
comparison has been carried out between the simulation and the
experimental results of the dual input DC-DC converter. This
converter topology has low component count and offers
simplicity in operation of two nonlinear V-I characteristic
sources.
Keywords— Dual input DC-DC converter, Hybrid electric
vehicle, hybrid energy, Super capacitor, solar-PV
I. INTRODUCTION
Increase in the requirement of petroleum products and
growing concern about global warming has paved a way
towards the exploration of alternative energy resources for
vehicular application. Electric Vehicles (EV) are an alternative
to conventional fuel powered cars and are efficient, more
reliable, significantly less complex, cost effective, and
environment friendly. To overcome the limitations of the EV, a
new concept called as Hybrid Electric Vehicle (HEV) is
proposed in the field of vehicle technology. Different green
energy sources such as solar - PV, wind, fuel cell, battery, ultra
capacitor etc., are highly utilized as a primary energy sources
in the modern HEV [1] [3] [4]. The comparison of different
types of electric vehicular technologies reveals the advantages
of HEVs over the conventional IC engine vehicles, battery
powered EV, and fuel cell vehicle [3]. The electrical energy
source, power electronic converters and motors have high
influence on the performance of EV.
Each energy sources delivers power to the load through a
single input DC-DC converter in the conventional scheme.
Hence, part count, size, cost and overall weight of the multiple
number of single input DC-DC converters increases. Further it
reduces reliability and overall efficiency of the system. Thus
the concept of Multiple Input DC-DC Converters (MIC)
replaces the conventional way of integrating different sources.
Number of MICs topologies have been already reported for a
variety of applications in the literature. The sources like solar-
PV, wind, fuel cell, battery, super capacitor, etc. are connected
through MICs to supply the load [5-12].
The multi input DC-DC converters in the literatures are
different types like isolated and non-isolated multi input
converters. The complexity of isolated converters is high
compared to non-isolated converters due to the presence of
single winding or multi winding transformers. Thus in order to
minimize the complexity and cost of the overall system, most
of the applications require a multi input DC-DC converter
which eliminates the use of transformers in their circuit. The
multi input DC-DC converters have different operating modes
ie., boost, buck, and buck-boost. Hence, a multi input DC-DC
converter which can perform both buck and boost operation of
the input voltage, is highly flexible compared to those
converters which are capable of operating in only one mode
(either buck or boost).
In this paper, design and analysis of a dual input non-
isolated DC-DC converter topology for the EV application is
presented. The schematic diagram of the EV is shown in
Figure 1 which consists of two input DC sources, a dual input
DC-DC converter and a DC motor drive. Compared to other
topologies, this DC-DC converter is flexible for the selection of
input sources and also simple. This paper is organized into four
sections. Section II deals with the operating modes of the dual
input DC-DC converter. Section III covers the simulation and
hardware results of the DC-DC converter and Conclusion is
presented in the Section IV.
Figure 1. Block Diagram of Electric Vehicle system

978-1-4799-1823-2/15/$31.00 ©2015 IEEE

 II. DUAL INPUT DC-DC CONVERTER TOPOLOGY FOR HEV mode, Switch S1 and Diode D are in OFF state and the inductor
current starts from I1 and reaches Imax.
Figure 2 shows the circuit diagram of the dual input
DC-DC converter. Each input sources are connected in parallel
through a power semiconductor switches and share a common
inductor (L). Only unidirectional power flow from the sources
to inductor is allowed in this configuration. In this converter
topology at least a switch (S1/S2) or a diode (D) is conducting S1 S2 D
at a time, hence current flow through the inductor is continuous
in nature. Power flow from each source ie., Source 1 and
Source 2, to load is controlled by operating switches S1 and S2 L
with different duty ratios for the same switching frequency.
Hence, it results three modes of operation of the converter. C M
vs1 vs2

S1 S2 Figure 4. Mode 2 operation of the dual input DC-DC converter

D
Mode 3: When both the switches are turned OFF, energy stored
L in the inductor is delivered to the DC motor as shown in Figure
C 5.
M
vs1 vs2

Figure 2. Structure of the dual input DC-DC converter

Mode 1: When switch S1 is turned ON, Source 1 delivers

energy to the inductor (L) as shown in Figure 3. During this
mode, Switch S2 and Diode D are in OFF state. Inductor
voltage and current will be computed as given in eqn. (1) &
(2):
VL V1 (1)
D1T
1
IL
L1 ³V dt  i(0)
0
1 (2) Figure 5. Mode 3 operation of the dual input DC-DC converter

The voltage-second balance in the inductor can be expressed

For the continuous inductor current, i(0) = Imin and at the as given in eqn. (3):
end of the period D1T inductor current reaches I1.
V1T1  V2 T2  T1   Vo T  T2  0 (3)

V1 D1  V2 D2  D1   VO 1  D2  =0 (4)

When V1>V2; D1<D2; Output voltage of the dual input DC-DC

converter is given by:
S1 S2
D (V1D1  V2 D2  D1 )
VO (5)
1  D2 
L
C When V2>V1; D2<D1; Output voltage of the dual input DC-DC
M converter is given by:
vs1 vs2
VO
V2 D1  V1 D2  D1  (6)
1  D2

Figure 3. Mode 1 operation of the dual input DC-DC converter III. RESULTS AND DISCUSSION
The simulation of the dual input DC-DC converter is
Mode 2: When switch S2 is turned ON, Source 2 delivers
carried out with ideal characteristics of various components
energy to the inductor (L) as shown in Figure 4. During this
presents in the converter topology in the MATLAB/Simulink
environment. Various parameters used in the simulation of the
DC-DC converter topology are given in Table 1. The Inductor
of 10 mH is designed to operate the in the continuous
conduction mode (CCM) operation of the converter.
Simulation studies for the dual input DC-DC converter is
performed for the boost mode of operation by considering the
duty ratio D1 as 45% and D2 as 80%. Results of voltage and
current signals of sources, gate signals of the switches,
inductor, and capacitor are shown in Figure 6. In the boost
(c)
mode of operation of the dual input DC-DC converter, for the
period D1T  the inductor is charged by voltage V1 and for the
period >D2  D1 T @ the inductor is charged by voltage V2. Thus
by adjusting the duty cycles D1 & D2, the inductor current can
be controlled and hence the output power delivered by source 1
and source 2 is controlled.

TABLE1: SIMULATION PARAMETERS

Parameter Specifications (d)

Input voltage of Source 2 (V2) 36 V
Input voltage of Source 1 (V1) 48 V
Duty ratio D1 45 %
Duty ratio D2 80 %
Switching frequency (f) 5 kHz
Capacitor (C) 1000 —F
Inductor (L) 10 mH
Output Voltage (V0) (e)
240 V
5HP, 240 V,1750
DC Motor
rpm

(i) SIMULATION RESULTS

(f)

(a)

(g)
Figure 6. Waveforms obtained from simulation of the DC-DC converter (a)
Switching pulse of S1, (b) Switching pulse S2, (c) Input Voltages of source 1
and Source 2, (d) Inductor voltage, (e) Inductor current,
(f) Load voltage (g) Load current
(b)
From the figure 6, It can be observed that when switch
S1 is turned ON, voltage across the inductor is equal to source
1 (i.e., 48V) and when S2 is ON the voltage across the inductor
is equal to source 2(i.e., 36V), hence continuous conduction
mode of inductor results variation of current from Imin to I1
when S1 is ON and then I1 to Imax when S2 is ON. A filter
capacitor which is connected in parallel to the motor minimizes
the voltage ripple considerably as shown in figure 6. Similarly,
large inductance present in the DC motor reduces the current
ripple as shown in figure 6.
(ii) EXPERIMENTAL RESULTS
A hardware prototype of the dual input converter is
fabricated successfully in the laboratory and it is shown in
Figure 7. The switches are controlled by the pulses generated (c)
using a control strategy which is developed in LABVIEW
platform. Firing pulses for both switches S1 & S2 are
generated at the same switching frequency. Generated control
pulses in LABVIEW platform is connected to the hardware
through SCB 68 DAQ connector. Fabricated converter
hardware has been tested for the 5 hp DC motor drive and
observed waveform from various unit of the hardware
prototype using DSO is reproduced as shown in Figure 8.

(d)

Figure 7. Hardware prototype of the dual input DC-DC converter

(e)

(a)
(f)

(b) (g)

(h)
Figure 8. Waveforms obtained from the hardware prototype of the DC-DC
converter (a) Switching pulse of S1, (b) Switching pulse S2, (c) Input Voltage
of source 1, (d) Input Voltage of Source 2, (e) Inductor voltage,
(f) Inductor current, (g) Load voltage, (h) ) Load current.
IV. PERFORMANCE COMPARISON
Performance analysis of the dual input DC-DC converter
has been carried out by varying the duty ratio D1 and D2. By
keeping D1 = 20%, duty ratio D2 has been varied from 0-
80%. According to the variation of D2, output voltage varies
from 2V to156 V. Similarly, by keeping D2=20%, duty ratio
D1has been varied from 0-80%. According to the variation of
D1, output voltage varies from 0 Vto196V.Performance
comparisons between both the simulation results and hardware
results are closely matching as shown in Figure 8[(i) and (ii)]
simulation
250
Output Voltage [V]
V. CONCLUSION
Design and analysis of the dual - input DC-DC converter
for the integration of energy sources such as solar-PV, wind,
fuel cell etc. for electric vehicle application has been discussed
in this paper. This DC-DC converter has the advantage of low
component counts and simplified structure. This converter is
capable of operating in different modes of operation such as
boost, buck, and buck - boost. Due to this capability of
operating in different modes, this converter topology attains an
important role in the energy diversification of different sources
in electric vehicle application. Analysis of the dual - input DC-
DC converter with the simulation and experimental results are
presented. Performance comparison between the ideal
calculation and results obtained from the hardware and
simulation are closely matched.
REFERENCES
[1] Chan, C.C.; , "The State of the Art of Electric, Hybrid, and Fuel Cell
Vehicles," Proceedings of the IEEE , vol.95, no.4, pp.704-718, April
2007
[2] Thounthong, P.; Chunkag, V.; Sethakul, P.; Davat, B.; Hinaje, M.;
,"Comparative Study of Fuel-Cell Vehicle Hybridization with Battery or
Supercapacitor Storage Device," Vehicular Technology, IEEE
Transactions on , vol.58, no.8, pp.3892-3904, Oct. 2009
[3] Khaligh, A; Zhihao Li; , "Battery, Ultracapacitor, Fuel Cell, and Hybrid
Energy Storage Systems for Electric, Hybrid Electric, Fuel Cell, and
Plug-In Hybrid Electric Vehicles: State of the Art," Vehicular
Technology, lEEE Transactions on , vol.59, no.6, pp.2806-28l4, July
2010.
Experimental [4] Chan, C.C.; Bouscayrol, A.; Chen, K.; , "Electric, Hybrid, and Fuel-Cell
Vehicles: Architectures and Modeling," Vehicular Technology, IEEE
Transactions on , vol.59, no.2, pp.589-598, Feb. 2010

200 [5] Solero, L.; Lidozzi, A; Pomilio, J.A.; , "Design of multiple-input power
converter for hybrid vehicles, " Power Electronics, IEEE Transactions
150
on , vo1.20, no.5, pp. 1007- 1016, Sept. 2005
100 [6] Matsuo, H.; Wen zhong Lin; Kurokawa, F.; Shigemizu, T.; Watanabe,
N.; "Characteristics of the multiple-input DC-DC converter, " industrial
50 Electronics, IEEE Transactions on , vol.5I, no.3, pp. 625- 631, June
2004
0
[7] B. G. Dobbs and P. L. Chapman, "A multiple-input DC-DC converter, "
0 0.2 0.4 0.6 0.8 1 IEEE Powe Electron Lett., vol. 1, no. 1, pp. 6-9, Mar. 2003.
Duty Ratio D1 [8] Khaligh, A.; Jian Cao; Young-Joo Lee; , "A Multiple-lnput DC-DC
Converter Topology, " Power Electronics, IEEE Transactions on ,
(i) vo1.24, no.3, pp.862-868, March 2009
[9] Gummi, K.; Ferdowsi, M.; , "Double-Input DC-DC Power Electronic
Converters for Electric-Drive Vehicles-Topology Exploration and
200 Synthesis Using a Single-Pole Triple-Throw Switch, " industrial
Simulation Experimental
Electronics, IEEE Transactions on , vol.57, no.2, pp.6l7-623, Feb. 2010
Output voltage [V]

150 [10] Di Napoli, A.; Crescimbini, F.; Solero, L.; Caricchi, F.; Capponi, F.G.;
"Multiple-input DC-DC power converter for power-flow management in
hybrid vehicles, " lndustry Applications Conference, 2002. 37th lAS
100 Annual Meeting. Conference Record of the , vol.3, no., pp. 1578- I585
2002
50 [11] Lidozzi, A.; Solero, L.; , "Power balance control of multiple-input DC-
DC power converter for hybrid vehicles," Industrial Electronics, 2004
0 IEEE International Symposium on , vol.2, no., pp. 1467- 1472, 4- 7 May
0 0.2 0.4 0.6 0.8 1 2004
[12] Kumar L, Jain S.; “ A novel multiple input DC–DC converter for
Duty ratioD2 electric vehicular applications,”. 2012 IEEE Transportation
electrification conference and Expo (ITEC), . pp. 1–6,18–20 June 2012
(ii)
Figure 9. Variation in output voltag: (i) due to variation in D1 at D2 =20%
and (ii) due to variation in D2 at D1=20% for V1=48 V , V2=36 V