5746
12, DECEMBER 2013
A High-Efficient Nonisolated Single-Stage On-Board
Battery Charger for Electric Vehicles
Chang-Yeol Oh, Student Member, IEEE, Dong-Hee Kim, Student Member, IEEE,
Dong-Gyun Woo, Student Member, IEEE, Won-Yong Sung, Student Member, IEEE,
Yun-Sung Kim, Member, IEEE, and Byoung-Kuk Lee, Senior Member, IEEE
Abstract—The design and implementation of a high-efficiency
nonisolated single-stage on-board battery charger (OBC) for elec-
tric vehicles are presented. Reviewing the conventional topologies,
a suitable circuit structure is determined to charge a battery in a
wide spectrum of input and output conditions. Additionally, a suit-
able strategy for a highly efficient OBC is presented through the
analysis of selected topology. A detailed theoretical analysis, oper-
ating strategy, and experimental results on a 3.7-kW prototype are
presented in order to evaluate the performance of the proposed
system.
Index Terms—Cascade buck–boost converter, electric vehicles
(EVs), nonisolation, on-board battery charger (OBC), single-stage.
I. INTRODUCTION
ITH recent worldwide interest in green energy, vari-
W ous research projects on eco-friendly vehicles, typically
electric vehicles (EVs) and plug-in hybrid EVs (PHEVs) have
gained much interest [1], [2]. In EVs and PHEVs, a battery is
used as the main power source, so that battery charger is treated
as the core technology [3]. Two different types of charger are
mainly considered. The first is a fast charger with large capacity
(more than 50 kW), which can fully charge a battery in 30 min.
The other is an on-board battery charger (OBC), which charges
a battery using residential power source (from 3.3 to 6.6 kW).
The OBC has to be small and light since it is implemented in
vehicles. In addition, the OBC is also required for variable volt-
age control in a wide range of the battery voltage, i.e., from
about 200–450 V [3], [4]. For these reasons, previous research
has been performed with the following considerations [5]–[9]:
1) high-frequency switching control is applied to the OBC
for small volume and light weight;
2) using transformer, both step-down and step-up operations
are realized to satisfy the wide input and output voltage
range requirements;
3) zero-voltage-switching (ZVS) technique using resonant
converter topologies such as series resonant converter
(SRC) or LLC resonant converter are mainly regarded
for reducing switching losses.
Manuscript received November 8, 2012; revised January 20, 2013; accepted
February 21, 2013. Date of current version June 6, 2013. Recommended for
publication by Associate Editor N. Kar.
The authors are with the College of Information and Communication En-
gineering, Sungkyunkwan University, Gyeonggi-do 440-746, Korea (e-mail:
daniel06@skku.edu; mashia@skku.edu; ilf0404@skku.edu; guilmon@skku.
edu; yunsk@skku.edu; bkleeskku@skku.edu).
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/TPEL.2013.2252200
0885-8993/$31.00 © 2013 IEEE
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IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO.
Fig. 1. Block diagram of a conventional OBC.
Fig. 1 shows a block diagram of the conventional structure
of OBC systems. Even if each stage achieves high efficiency
of up to 97%, the total efficiency is around 94% due to the
two-stage structure, power factor correction (PFC) part, and
dc–dc converter with high-frequency transformer part. As this
limit is caused by structural problems, it is almost impossible to
improve the maximum efficiency in this structure. Moreover, a
high-frequency transformer for wide-range output voltage and
galvanic isolation has a negative influence on efficiency and
power density [4]–[13].
Nevertheless, a two-stage structure with transformer has been
a common rule in OBC design. However, there is no such re-
quirement in standards for safety of EVs as specified in SAE
J1772 (from the North American standard for electrical connec-
tors for EVs maintained by the Society of Automotive Engi-
neers). Furthermore, there is no electrical reason that the battery
should be isolated from ac input power, because its ground is
generally floating with the body ground of the vehicle [14].
Moreover, other power conversion units connected to the high-
voltage battery are deactivated when the OBC transmits power
to the battery. In terms of safety, a relay added on the output can
be substituted for the roles of transformers in isolated topolo-
gies. Hence, a high-efficiency nonisolated single-stage OBC is
reasonable. This type of OBC features strong points of decreas-
ing losses and volume, since the transformer that affects the
efficiency and power density can be removed.
As shown earlier, nonisolation type is very desirable for the
OBC when considering efficiency, volume, and cost. However,
till now, few studies have been conducted to apply nonisolation
topologies to the OBC because there are some difficulties in
implementing wide-range input and output conditions, and with
power capacity.
The design of a highly efficient nonisolated single-stage
OBC for EVs is presented, and the experimental verification
of the charging performance is provided. A discussion is also
presented for the selection of topology by reviewing the effi-
ciency and power density of conventional topologies. Based on
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES
TABLE I
SYSTEM SPECIFICATIONS AND PARAMETER OF OBC
the results of the review, the structure and the operational prin-
ciples of the proposed system are described. Then, the possible
operation modes in the proposed structure are given. By con-
sidering available modes in the input and output conditions for
charging a battery, the control strategies are also provided. Fi-
nally, the performance of the proposed OBC is evaluated through
experimental data by comparing with the conventional OBC.
II. OVERVIEW OF CONVENTIONAL TOPOLOGY
There are many types of conventional dc–dc converters,
which are applied to various industrial applications. However,
some topologies are not suitable for the OBC due to the wide-
range input condition. In order to charge a battery, the output
voltage also varies widely. Moreover, the input of the OBC is
supplied from a residential line, so the unity power factor (PF)
regulations have to be satisfied [9]–[13]. Based on these require-
ments, a comparison of the conventional isolation and noniso-
lation topologies are reviewed for application to the OBC with
the specifications in Table I.
The rated input voltages are 120, 208, and 240 Vrm s with
the frequency range from 45 to 70 Hz in accordance with the
universal specifications of single-phase line input for industrial
applications. As the OBC system is based on residential power
sources, the upper limit of the input current should be less than
16Arm s . According to these conditions, the rated power of the
OBC is set to 3.7 kW. Considering the charging range of a Li-ion
battery, the output voltage is able to vary from 270 to 430 Vdc .
From this specification, previous topologies should be re-
viewed to satisfy the requirements for the OBC. Topologies are
determined by evaluating the suitability to attain high-efficiency
and high-power density, which are essential factors for the OBC
system.
As shown in Table I, the charging voltage of the proposed
OBC system requires accurate control in the range of 270–
430 Vdc , for the input voltage of 85–265 Vrm s . Accordingly, the
system performs step-up for the case of 120 Vrm s input voltage,
and step-down/step-up for the 240 Vrm s input voltage. Based
on these operating conditions, the topology should satisfy the
following requirements for the OBC system [9]–[13]:
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5747
1) the output voltage should be stably controlled for a wide
input-voltage range;
2) the input current should comply with the standards of the
unity PF;
3) high-frequency switching control should be applied to the
OBC for small volume and light weight;
4) simple or verified structure to ensure reliability is needed.
According to these technical requirements, Table II summa-
rizes the characteristics of each topology, shown in Fig. 2 [11],
[14]–[18].
In order to achieve high efficiency, nonisolated topologies
by eliminating a stage with the high-frequency transformer are
more reasonable. In the point of view of the number of ele-
ments, isolated topologies need much more components than
nonisolated topologies. In addition, the transformer and addi-
tional elements are directly connected with increasing the space
and cost of the total system. Therefore, the nonisolated topolo-
gies which can perform step-down/step-up and compensate PF
in single stage are considerable to attain high-efficiency and
high-power density.
The nonisolated topologies shown in Table II have some prob-
lems, which are reversal of the ground between the input and
the output, and additional passive components, to attach on the
OBC. In addition, these topologies have extra problems with the
high-voltage stress of each component, because semiconductor
switches (including diodes) should tolerate the summation of
the input voltage and the output voltage during operation. In
order to stand high-voltage stress, the semiconductor devices
should have high ratings. This gives rise to large conducting
losses, because the drift region of the internal junction structure
becomes longer.
In order to overcome these defects, cascade buck–boost con-
verter is mainly considered, which is a series-connected buck
converter and boost converter sharing an inductor [20]. Although
it needs two additional semiconductors switching devices, this
topology has the same polarity of the input and the output and
lower voltage stress than other nonisolated topologies. Cascade
buck–boost topology has not been widely used for medium-
or high-power systems [21]. The topology is mainly applied
to renewable energy sources such as photovoltaic systems or
fuel-cell systems, which employ fixed or narrow-band output
conditions [22], [23]. There has been no application of cascade
buck–boost circuits in the OBC, which has wide-band input and
output ranges. Therefore, it is necessary to establish a strategy
for the implementation and operation of cascade buck–boost
converter with theoretical analysis.
III. PROPOSED NONISOLATED SINGLE-STAGE ON-BOARD
BATTERY CHARGER
A. System Configuration
As shown in Fig. 3, the proposed system consists of a series-
connected single-phase rectifier, buck unit, and boost unit with
a two-phase interleaved method for achieving high efficiency
and reducing current ripple of the input and the output by divid-
ing the input current [20]–[25]. The proposed circuit has three
5748 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013

TABLE II
SUMMARIZED CHARACTERISTICS OF CONVENTIONAL TOPOLOGIES

Fig. 2. Schematics of conventional topologies. (a) SRC with boost PFC. (b) LLC with boost PFC. (c) PSFB with boost PFC. (d) Conventional buck–boost PFC.
(e) Sepic PFC. (f) Cuk PFC.

different modes of operation: buck-operation mode, boost-
operation mode, and cascade mode. The buck-operation mode is
activated when the output voltage is less than the peak voltage of
the input. In boost-operation mode, the output voltage is greater
than the rectified input voltage. Cascade mode operates in both
conditions of the input and the output, including the state that
the input voltage is similar to the output voltage [20]–[24]. In
three modes, PFC is feasibly operated in the continuous conduc-
tion mode for high-power capacity of the OBC. It is desirable to
make a practically sinusoidal input current, in the same phase as
the line voltage. Furthermore, the output voltage is controlled
according to the demand of the battery while the unity PF is
corrected [20], [26]. In addition, the proposed circuit has the
following advantages compared with the other nonisolated dc–
dc converters shown in Fig. 2:
1) the input and the output have the same polarity;
2) voltage stress on semiconductor switching devices is less
than that in other conventional topologies;
3) the stability of operation is better than that in other topolo-
gies due to the potential of sharing inductor.

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OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5749

Fig. 3. Configuration of the proposed system.

Fig. 4. Operational principle.

The same polarity of the input and the output has an advantage
of solving EMI/EMC problems, and in designing filters easily,
because the internal ground of a vehicle, the ground of the OBC
and the cathode of the battery can have the same potential.

B. Operational Principle
Fig. 4 shows the basic operational principle of the proposed
nonisolated OBC [21]. Switches in the buck and boost units
of the cascade buck–boost converter execute step-down/step-
up by synchronous switching. When switches are on, the input
supplies energy to the inductor with power flow (a) in Fig. 4.
When the switches are off, the output stage receives energy
from the inductor. Consequently, the input current of an ordinary
cascade buck–boost converter becomes discontinuous due to the
switch in the buck unit. During interleaved control, the switch Fig. 5. Voltage transfer gain against duty ratio.
of the other phase is conducted when the switch turns off. The
current in this status is the flow (b) in Fig. 4. Therefore, the
power flow according to the switching operation is the same as Vin −Vout
in a conventional buck–boost converter. Based on this principle, · DT + · (1 − D)T = 0 (5)
L L
the voltage gain of the input and output can be expressed as D
follows: Vout = Vin . (6)
1−D

1 t
iL ,on (t) = vin dt + Im in (1)
L 0 In addition, the final converter gain according to duty ratio
Vin (as shown in Fig. 5) is perfectly the same as the conventional
Im ax − Im in = · DT (2) buck–boost converter.
L
 However, the change of the voltage gain is sensitive; more
1 t than twice as sensitive compared with a conventional buck
iL ,off (t) = (−vout )dt + Im ax (3)
L DT or boost converter. In other words, the control precision de-
−Vout creases by half. Therefore, the charging voltage of the battery is
Im in − Im ax = · (1 − D)T (4) controlled in the variation of duty ratio from 0.42 to 0.782, to
L

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5750
Fig. 6. Operation of 3-mode. (a) Buck-operation mode. (b) Cascade mode. (c) Boost-operation mode.
TABLE III
TABLE OF SWITCHING STATUS
control the output voltage from 270 to 430 Vdc within the full
range of line input.
C. Mode Selection
According to the input and output conditions, the proposed
nonisolated OBC employs a change of modes to overcome the
sensitivity of duty control. The proposed system has three modes
due to the series-connected structure of the system [20], [24].
The statuses of two switching units are divided into four
conditions. Table III indicates three statuses, excluding the shut-
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IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
down of the system. According to the statuses, the proposed sys-
tem holds three operational modes, as shown in Fig. 6. Switches
in the buck unit are controlled, while switches in the boost
unit are always maintained to turn off. In this mode, the pro-
posed system works as a conventional buck PFC. Similarly, in
the boost-operation mode, the system operates like the conven-
tional boost PFC that switches in the boost unit are controlled
and switches in the buck unit are fully turned on. Lastly, in
cascade mode, switches in both units are synchronously turned
on/off to perform step-up/step-down with PFC [20]–[25].
As shown in Fig. 7, cascade control can be used as a buffer
zone between the buck region and boost region. In the process
of changing the mode, only one switch of both units alters the
status of switching. Therefore, the cascade mode can reduce
the transience as the buffer zone when the status is adjusted.
Fig. 8 shows the flow of the mode selection in accordance with
the input and output conditions. Based on the proposed mode
selection, three modes are effectively selected in each condition
by considering the efficiency and performance of system. Espe-
cially, buck mode decreases PF and THD due to the difference
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5751

Fig. 7. Region of operation modes in the input and output conditions. (a) V in = 120 V a c . (b) V in = 190 V a c . (c) V in = 240 V a c .

This integration of the modes is a solution for maximizing the

performance of efficiency and PF.

D. Parameters Design
According to the operational characteristics of the proposed
single-stage OBC, the design of inductors has to cover contin-
uous conduction mode (CCM) at the full spectrum of the input
and the output. Furthermore, inductors need to satisfy CCM
in all operating modes of the proposed system. As mentioned,
the boost mode is used when Vin = 120 Vac , Vin = 208 Vac ,
and Vout > 320 Vdc , or Vin = 240 Vac and Vout > 360 Vdc .
The cascade mode is operated when Vin = 208 Vac and Vout ≤
320 Vdc , or Vin = 240 Vac and Vout ≤ 360 Vdc . In each mode,
the inductor currents are shifted 180◦ , symmetrically. From (6),
the maximum ripple currents through inductors are
Vin,m ax Dm ax
ΔiL ,m ax b o ost = (boost mode) (7)
Lm in fs
Vout,m ax (1 − Davg,m in )
ΔiL ,m ax cascade = (cascade mode).
Lm in fs
(8)

For the CCM over the full spectrum of the input and output
conditions, the minimum inductances are
Po,m ax Davg,m ax
Lm in b o ost = 2 (boost mode) (9)
2Iout,m in fsw

(1 − Davg,m in )2 Po,m ax
Lm in cascade = 2 (cascade mode).
2Iout,m in fsw

(10)

Therefore, the inductance for cascade mode, which is the

biggest one between both modes, is chosen for the total system.
For the stable CCM performance in the worst case, the final
designed inductance with 10% margin is set to 800 μH.
Then, the material and size of the core are decided according
to following design criteria:
1) the number of turns with consideration of core type should
Fig. 8. Flowchart of mode selection. fit into a provided space;
2) the temperature rise caused by the copper loss and core
of potential between the input and the output. Although this loss should be maintained below the thermal limitations;
can be overcome by a large input filter, compactness is also 3) the area of the core can be reduced by laminating of cores;
an important requirement of the OBC. Therefore, the region 4) the final designed inductors are made up of “high flux”
of buck mode can be replaced by an extended cascade mode. which has good dc bias characteristics.

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5752
Fig. 9. 3.7-kW prototype. (a) Physical construction of the system. (b) Power circuit.
For the filter capacitor, the output ripple is mainly considered.
In the operations, the voltage is approximately given by
ΔQm ax Iout,m ax Davg,m ax
ΔVout = = (11)
Co,m in Co,m in fs
Iout,m ax Davg,m ax
Co,m in = . (12)
ΔVout fs
Aluminum electrolytic capacitors, which are commonly used,
are unsuitable for the OBC because of the thermal condition of
vehicles. The life time of the capacitor also becomes a problem
due to the relatively increasing output current ripple in the single
stage. Therefore, a film capacitor is reasonable for the output
capacitor of the proposed charger, because it has strong thermal
endurance and enough lifetimes for EVs. The voltage ratings of
the capacitor are selected as more than 600 V by considering the
maximum output voltage, voltage rise in the transient state, and
safety margins. As a result, the selected dc-link capacitor is a
700 Vdc /80-uF metalized polypropylene film capacitor. In PFC,
the low frequency from the line input is reflected in the ripple of
the output. Thus, the capacity of dc-link capacitor has to be big
enough for the regulation performance of the charging voltage.
As the capacity of the selected capacitor is insufficient, multiple
capacitors are composed in parallel. An additional shortfall can
be covered by a battery that has a large capacity.
IV. EXPERIMENTAL RESULTS AND DISCUSSION
Based on the design tradeoffs, a laboratory prototype, with
an output power of 3.7 kW is built to verify the validity of the
proposed system, as shown in Fig. 9(a). The total system is
divided into a power circuit and a control circuit. For decreasing
the volume of the OBC, both circuits are constructed with two-
level structure. On the first level, the power circuit is located on
a heatsink. Above the power circuit, the control circuit is placed
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IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013
with auxiliary power. Under the power board, the semiconductor
switching devices are in contact with the heatsink to improve the
thermal characteristics of the proposed OBC. A forced cooling
system is employed with two fans, which are connected with
blades of the heatsink assembled in the main heating elements.
The power circuit, shown in Fig. 9(b), includes an EMI filter
to reduce switching noise toward the line input, a relay is applied
to the precharging circuit to protect the in-rush current from the
input to the battery. In addition, the main power delivery path
employs two-phase interleaving to enhance the efficiency and
performance of the proposed OBC.
Fig. 10 indicates the waveforms of each mode in accordance
with the full spectrum of the input and output. The input con-
ditions are based on the rated input voltages of 120, 208, and
240 Vrm s . Fig. 10(a) and (b) shows the main operating wave-
forms with the outputs 270 and 430 Vdc when the input voltage
is 120 Vrm s (boost-operation mode). Fig. 10(c) and (d) shows
the waveforms of the 208 Vrm s input conditions when the output
voltages are 270 Vdc and 430 Vdc , respectively. Fig. 10(e) and (f)
represents the same output voltage as others and get 240 Vrm s
as the line input.
With the abnormal input conditions (as shown in Table II),
in which operation has to be guaranteed according to the uni-
versal specifications of industrial applications, the OBC should
perform stably. Therefore, the operation of the proposed OBC
should be stable at the upper limit and the lower limit of this
specification, as shown in Fig. 11(a) and (b). The input fre-
quency should also satisfy the standards from 45 to 70 Hz, as
shown in Fig. 11(c) and (d).
Fig. 12 demonstrates the CC–CV charging algorithm, which
is the method mainly used to charge Li-ion batteries. At first,
the proposed single-stage OBC maintains constant current (5 A)
by using CC control. The voltage of the battery is gradually
increased by the constant current, and the voltage is kept con-
stant at the moment when it exceeds 430 V. The proposed OBC
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5753

Fig. 10. Waveforms of mode operation in each input condition (V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (a) V in =
120 V a c / V o u t = 270 V d c (boost mode). (b) V in = 120 V a c / V o u t = 430 V d c (boost mode). (c) V in = 208 V a c / V o u t = 270 V d c (cascade mode). (d) V in =
208 V a c / V o u t = 430 V d c (boost mode). (e) V in = 240 V a c / V o u t = 270 V d c (cascade mode). (f) V in = 240 V a c / V o u t = 430 V d c (boost mode).

works stably when the charging mode changes from CC-mode to
CV-mode.
The effect of the fluctuating load should be checked to se-
cure the stability of the charging system. Although the transient
state occurs when the load fluctuates, the OBC should recover
the CC–CV charging sequence immediately. A test is done by
separating both modes in the middle of output ratings, as shown
in Fig. 13.
PF and the efficiency, which are basic requirements of the
proposed single-stage OBC, also need to be verified. Both items
are measured at reasonable steps in a full spectrum of the input
and the output. The results of measurement are shown in Fig. 14.
The comparison of each mode is also accomplished along with
performance items.
The measured efficiency of the converter versus output power
for different input voltages is given earlier. The results include
all dissipation caused by additional elements such as auxiliary
power, EMI filter, etc. According to the results, the proposed
nonisolated single-stage OBC has a peak efficiency of 97.6%
at 240 Vrm s input and full output power. Especially, efficiency
of the proposed system gradually increases from light-load to
full-load conditions in boost mode. However, the efficiency in
cascade mode decreases in load conditions more than 2.5 kW,
as shown in Fig. 14(c) and (e). In cascade mode, the losses
of elements are rapidly increased around full-load conditions
because the magnitude of the current in each phase is the same
as the input current. Although the charging region in cascade
mode is located at less than 2 kW on the CC-CV profile, an

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5754 IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 28, NO. 12, DECEMBER 2013

Fig. 11. Operation in abnormal conditions. (a) V in = 85 V a c ( V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (b) V in = 265 V a c
( V in and V o u t : 200 V/div; Iin : 20 A/div; Io u t : 5 A/div; and time: 5 ms/div). (c) fin = 45 Hz ( V in and V o u t : 200 V/div; Iin and Io u t : 5 A/div; and time: 5 ms/div).
(d) fin = 75 Hz ( V in and V o u t : 200 V/div; Iin and Io u t : 5 A/div; and time: 5 ms/div).

power is available to charge the batteries, and small size means

that the product can be provided at low cost.

Fig. 12. Verification of CC–CV charging sequence ( V o u t : 100 V/div; Io u t :
2 A/div; and time: 10 s/div).
improved efficiency of cascade mode is needed for light-load
condition. The improvement can be achieved by raising the
current ratings of the semiconductor switching devices.
The PF is greater than 0.99 from half load to full load. In com-
parison with developed isolated transformer type OBC, which
is combined boost PFC and SRC [4], the efficiency is improved
in the full spectrum of the output power, as shown in Fig. 15.
High efficiency over the entire load range is achieved with
the proposed system, reducing the size and the number of com-
ponents. High efficiency means that more of the limited input
V. CONCLUSION
The design and implementation of a nonisolated OBC for EVs
has been presented, with focus placed on a minimal total size and
improved efficiency, as the main requirements for eco-friendly
vehicles such as EVs and PHEVs. For the design of this system,
an overview of conventional topologies has been discussed, for
application to the OBC. For achieving the targeted high- power
density and high efficiency, a nonisolated cascade buck–boost
converter has been selected. The theoretical operation of the
proposed OBC has been analyzed in detail. According to the
design considerations of the OBC and the results of the analysis,
a sequential control strategy is determined in the full spectrum
of the input and output conditions. The proposed system was
verified through experiment with the implemented hardware of
3.7 kW achieving 97.6% efficiency and PF of 0.99.
The advantages of the proposed OBC can be summarized as
follows:
1) the number of components is less than conventional OBCs;
2) high-power density and high efficiency are obtained by the
single-stage structure without the high-frequency trans-
former;

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OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5755

Fig. 13. CC and CV control in fluctuating load condition. (a) Constant current mode ( V o u t : 100 V/div; Io u t : 2 A/div; and time: 500 ms/div). (b) Constant
voltage mode ( V o u t : 100 V/div; Io u t : 2 A/div; and time: 500 ms/div).

Fig. 14. Efficiency and PF in each input condition. (a) Efficiency (at V in = 120 V a c ). (b) PF (at V in = 120 V a c ). (c) Efficiency (at V in = 208 V a c ). (d) PF (at
V in = 208 V a c ). (e) Efficiency (at V in = 240 V a c ). (f) PF (at V in = 240 V a c ).

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5756
Fig. 15. Comparison of efficiency between isolated OBC and the proposed
OBC.
3) high performance is also attained in the wide input and
output voltage range for charging a battery.
It is expected that the proposed system can provide a design
guideline for a highly efficient nonisolated OBC.
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Chang-Yeol Oh (S’13) received the B.S. and M.S.
degrees from Sungkyunkwan University, Suwon,
Korea, in 2011 and 2013, respectively, where he is
currently working toward the Ph.D. degree in electri-
cal engineering.
His research interests include battery charger for
HEVs/EVs and high efficiency resonant converters
and dc–dc converter for renewable energy.
Dong-Hee Kim (S’10) received the B.S. and M.S.
degrees from Sungkyunkwan University, Suwon,
Korea, in 2009 and 2011, respectively, where he is
currently working toward the Ph.D. degree in electri-
cal engineering.
His research interests include PCS and dc–dc con-
verter for renewable energy and battery charger for
HEVs/EVs.
OH et al.: HIGH-EFFICIENT NONISOLATED SINGLE-STAGE ON-BOARD BATTERY CHARGER FOR ELECTRIC VEHICLES 5757

Dong-Gyun Woo (S’12) received the B.S. and M.S.
degrees from Sungkyunkwan University, Suwon,
Korea, in 2009 and 2012, respectively, where he is
currently working toward the Ph.D. degree in electri-
cal engineering.
His research interests include battery charger for
PHEV/EV and renewable energy conversion system.
Won-Yong Sung (S’13) received the B.S. and M.S.
degrees from Sungkyunkwan University, Suwon,
Korea, in 2011 and 2013, respectively, where he is
currently working toward the Ph.D. degree in electri-
cal engineering.
His research interests include EV charger and dc–
dc converter for renewable energy.
Byoung-Kuk Lee (S’97–M’02–SM’04) received the
B.S. and M.S. degrees from Hanyang University,
Seoul, Korea, in 1994 and 1996, respectively, and the
Ph.D. degree from Texas A&M University, College
Station, TX, USA, in 2001, all in electrical engineer-
ing.
From 2003 to 2005, he was a Senior Researcher
at Power Electronics Group, Korea Electrotechnol-
ogy Research Institute, Changwon, Korea. He joined
the School of Information and Communication Engi-
neering, Sungkyunkwan University, Suwon, Korea,
in 2006. His research interests include charger for electric vehicles, hybrid re-
newable energy systems, dc distribution systems for home appliances, power
conditioning systems for fuel cells and photovoltaic, modeling and simulation,
and power electronics.
Dr. Lee is a recipient of the Outstanding Scientists of the 21st Century from
IBC and listed on 2008 Ed. of Who’s Who in America. He is an Associate
Editor of the IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS and the IEEE
TRANSACTIONS ON POWER ELECTRONICS. He was the General Chair for the
IEEE Vehicular Power and Propulsion Conference, in 2012.

Yun-Sung Kim (M’13) received the B.S. and M.S.

degrees in electrical engineering from Cheongju
University, Cheongju, Korea, in 2000 and 2002, re-
spectively. He is currently working toward the Ph.D.
degree in electrical engineering at Sungkyunwan Uni-
versity, Suwon, Korea.
He joined the Research and Development Cen-
ter, Dongahelecomm Corporation, Yongin, Korea, in
2002, where has been with Advanced Development
Team in R&D Center as a Senior Engineer since
2004. His research interests include battery charger
for PHEV/EV, renewable energy conversion system, bidirectional power con-
version device, and high-efficiency resonant converters.

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