Leakage Current Mitigation of Non-Isolated Integrated
Chargers for Electric Vehicles
Yue Zhang, William Perdikakis, Yizhou Cong, Xiao Li,
Mohamed Elshaer, Yousef Abdullah and Jin Wang
Center for High Performance Power Electronics (CHPPE)
The Ohio State University
Columbus, Ohio - USA
Zhang.5937@osu.edu
Abstract— Integrated chargers have the potential to
reutilize the existing on-board, high power-rated electronic
components for charging purposes to save costs. However, while
electric vehicle (EV) chargers are traditionally isolated from the
grid, the integration of isolation is impractical with the
conventional power train. Large leakage current exists in non-
isolated integrated chargers due to the lack of galvanic isolation
and the coupling between the ac and dc side common mode
(CM) filters. With realistic system parameters, such leakage
current brings safety risks to both the end-users and the on-
board electronics. The feasibility of various possible mitigation
techniques are discussed and aided by simulation results. The
analysis of one of the potential solutions, floating filters, are
discussed in detail. With a baseline charger test setup,
experimental results are presented to show the leakage currents
at different switching frequencies, and the effectiveness of the
improved filter topology.
Keywords— Electric Vehicle (EV), Plug-in Hybrid Electric
Vehicle (PHEV), battery charger, integrated charger, non-isolated
charger, common mode current, leakage current.
I. INTRODUCTION
Integrated chargers seek to make dual use of the on-board
electronics as part of the charging system. Out of various
existing electronics, the traction drive inverter is a popular
choice as it is rated at several tens or hundreds of kilowatts,
and it also has sufficient thermal capability and the suitable
control circuitries. Existing solutions and most studies have
shown that the integration of galvanic isolation is challenging
as little reconfiguration is preferred to the machine-inverter-
battery connection [1] . As a result, all practical integrated
charging solutions are non-isolated, which are known to have
worse CM characteristics.
Due to the lack of galvanic isolation and the coupling
between the ac and dc side CM filters, large CM current and
the risk of electric shock are expected in non-isolated
integrated chargers [2] . The common mode coupling issue
itself is also present in other applications that have
electromagnetic immunity (EMI) requirements on both the
source and the load side. For instance, DO-160G specifies
both source and load side EMI upper limits for airborne
equipment that is connected to an ac grid or has long cables.
In such cases, filters are needed on both the ac and dc side and
the CM coupling could be a potential issue. For automotive
978-1-7281-0395-2/19/$31.00 ©2019 IEEE
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Ke Zou, Zhuxian Xu and Chingchi Chen
Ford Motor Company
Dearborn, Michigan - USA
Cchen4@ford.com
applications specifically, the coupling Y capacitance is
typically larger than it is in other applications, making the
noise current potentially larger and harder to attenuate.
This paper first reviews the leakage current generation
mechanism in Section II. Section III discusses the possible
mitigation techniques to reduce the overall CM currents.
Simulation results are provided to aid the discussions on the
feasibility of these techniques. A potential solution, floating
filters, is discussed in detail in Section IV. At last, hardware
testing results are provided to show the large leakage currents
at different switching frequencies, and the leakage current
reduction with the improved filter topology.
II. LEAKAGE CURRENT GENERATION IN NON-ISOLATED
INTEGRATED CHARGERS
A typical common mode filter and grounding
implementation in non-isolated integrated chargers is shown
in Fig. 1.
In non-isolated integrated chargers, common mode
leakage currents have two major propagation paths. One path
is through the parasitic capacitances in the system. Another
path is through the installed common mode filters. The latter
is the main focus of this paper.
For the CM coupling through the parasitic capacitances in
the system, the coupling capacitance through the parasitic
impedances is within the range of pico and nano-farads. These
capacitances are mainly formed between the switching
devices and their heatsinks. These parasitic impedances are
presented collectively as Cstray in Fig. 1.
For the noise coupling through the CM filters, it is
necessary to look at the typical CM filter and grounding
implementation in non-isolated integrated chargers. For any
grid-connected converter, common mode EMI filters (CYac1,
LCM_AC1, CYac2 and LCM_AC2) are installed on the ac side to
reduce the noise emission to the grid as required by the grid
side’s EMI standards. In Fig. 1, a two-stage LC filter is
adopted. Integrated chargers typically make dual use of the
traction drive inverter as a part of a charger. In traction drive
inverters, EMI filters (CYdc and LCM_DC) are installed on the dc
1195
 P LCM_DC
VCM Common mode voltage source
Non-isolated CYdc ICM Total leakage current
LCM_AC2 LCM_AC1 L integrated ICM_AC Leakage current that goes back
A
charger ICM + through AC side Y caps
N B
Y IGND Leakage current goes through the
C Vdc
ground and comes back to grid
RN Substation grounding rod resistance
VCM (fsw) CYdc
IGND RG Outlet to local ground resistance
CYac2 CYac1 PE PE that exists in TN grounding
O but not in TT system
RN ICM_AC Cstray
RG
Mains earth PE (Protective earth) connected to chassis Local ground

Fig. 1. Typical CM filter implementation and grounding connection in non-isolated integrated chargers.
side to manage the noise current during the propulsion. In the
case of non-isolated integrated charging, the Y capacitors on
both sides are connected to the vehicle chassis as the common
ground, encircling the CM noise source. Thus, the filter
impedances on both sides are coupled together on the CM
loop.
The allowable Y capacitance in automotive traction drives
is typically higher than it is in most other applications. In the
practical implementation of the traction drive inverters, a pair
of large dc side Y capacitors up to 1 μF each is often used to
achieve enough noise bypassing capability during the
propulsion mode for the battery side. If a pair of 1-µF Y
capacitors is installed on the dc side of a non-isolated charger,
it would effectively make the coupling capacitance through
the dc side filters to be as high as 2 µF, which is a much higher
value than the parasitic coupling capacitance. Because of the
high coupling capacitance, large CM current could be
generated in the system.
The propagation paths of CM leakage current through the
filters can be effectively illustrated by their equivalent circuits.
Assuming symmetrical three-phase impedance, the CM
equivalent circuits in TT (earth - earth) and TN (earth – neutral)
grounding systems can be derived as shown in Fig. 2.
Large ground leakage current (IGND) could potentially
cause electric shocks to the end users when they are touching
the vehicle frame [2] . IGND is also the noise that emits to the
grid and is able to cause nuisance tripping to the ground fault
current interrupter (GFCI) and residual current device (RCD).
When nuisance tripping happens, the whole system will shut
down. In order to continue using the charging function, the
LCM_AC2 LCM_AC1 L/3 VCM
ICM
3CYac2 3CYac1
2CYdc
PE
end users would have to disable the GFCI/RCD and expose
themselves and the vehicles to major safety risks without any
protection.
The leakage current bypassed back to the converter itself
(ICM_AC) may also become significant enough to degrade or
even damage the Y capacitors through thermal cycling. The
CM inductors also have much higher chances of saturation
when the CM currents become large. When it happens, the
CM currents become uncontrolled as the CM chokes lose their
inductance.
Moreover, the vehicle chassis is the common ground for
other on-board circuitries. When large IGND and ICM_AC go
through the vehicle chassis, they could make the ground noisy
and interfere with other auxiliary circuits, causing reliability
issues.
III. DISCUSSIONS ON POSSIBLE MITIGATION TECHNIQUES
The leakage current through the on-board CM filters
poses safety risks to the end users and reliability issues to the
onboard electronics. It is critical to limit the conducted
emission to the grid (IGND), and the CM current goes through
the vehicle chassis (ICM). This section discusses the possible
approaches to limit the total CM current (ICM) through the
vehicle chassis.
A. Disconnection of dc side Y capacitors during charging
The large leakage current through the CM filters is directly
coupled through the dc side Y capacitance (CYdc). During
charging, the ac side CM filter is needed to limit the conducted
LCM_AC2 LCM_AC1 L/3 VCM
RN ICM
3CYac2 3CYac1
2CYdc

IGND
IGND ICM_AC RG ICM_AC

(a) (b)

Fig. 2. CM equivalent circuit of a non-isolated integrated charger connected to the: (a) TN grounding system; (b) TT grounding system (RN and RG are the
grounding impedances of the substation transformers and the local grounding rods).

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 emission to the grid, but the dc side filter is not needed. Hence,
a filter reconfiguration switch can be employed to disconnect
the battery side filter capacitors during the charging mode of
the integrated charger.
However, careful circuit layout design is needed to reduce the stray
inductance introduced by the added reconfiguration switch and their control
circuits. Generally, the physical distance between the dc side Y capacitors
and the chassis is kept minimal to minimize the stray inductance. Adding a
reconfiguration switch would introduce more stray inductance and greatly
limit the bypassing capability of these Y capacitors, especially at high
frequency. This is further illustrated in Fig. 3, where Fig. 3(a) shows the
CM filter loop with minimum impedances in the bypassing loop and Fig.
3(b)(a) (b)
Fig. 3 shows the introduced the stray inductance in the
bypassing loop.
Fig. 4 compares the simulated EMI spectrum with a
baseline non-isolated integrated charger hardware setup.
Concerned frequency range
150 kHz – 30 MHz
Fig. 4. Motor drive dc side EMI spectrum comparison with zero grounding
inductance and 50 nH stray inductance introduced by the reconfiguration
switch.
Safety standards typically specify the upper limits of the
EMI noise spectrum from 150 kHz to 30 MHz. It is shown that
by introducing a 50 nH stray inductance in the Y capacitor
LCM_DC
Traction CYdc
Driver
Inverter
M Y
Vdc
CYdc
Cstray VCM
Cstray
Vehicle Chassis
Low impedance filter loop
bypasses CM noise current
(a)
Fig. 3. CM noise paths in the automotive propulsion system: (a) Traditional CM filter with low impedance bypassing loop; (b) CM filter with high
bypassing loop impedance introduced by the add-on reconfiguration switch.
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grounding loop, a significant increase in the dc-side EMI noise
spectrum is observed.
B. Excessive ac side CM filtering
Compared to the case without CM coupling through the dc
side Y capacitors, much more CM attenuation is needed on
the grid side. If the filter topology stays the same, larger CM
inductor cores and Y capacitors are needed to achieve larger
inductance and capacitance, in the meantime avoiding core
saturation or capacitor degradation/failure. One can also
choose to increase the order of the ac side CM filter by using
more CM chokes and Y capacitors. However, the physical size
of the ac side filters should still see an increase given that the
coupling capacitance has increased by hundreds or thousands
of times.
C. Alternative pulse width modulation (PWM) strategies
Aside from the widely used sinusoidal PWM (SPWM),
there are multiple other PWM strategies such as discontinuous
PWM (DPWM), near state PWM (NSPWM) and active zero
state PWM (AZPWM). DPWM and AZPWM switch fewer
times within one PWM cycle. NSPWM and AZPWM reduce
the maximum common mode voltage stress from Vdc/2 to Vdc/6.
By combining these alternative PWM strategies with the
carrier frequency modulation (CFM), an EMI noise
attenuation of 7-12 dB was achieved in a GaN traction drive
inverter [3] . These alternative PWM strategies are applied to
a baseline non-isolated integrated charger CM simulation
model to compare the total CM current coupled through the
dc side Y capacitors. The main switching cell is a three-phase
voltage source converter with a base carrier frequency of 10
kHz under 350 V dc bus voltage. The CM filter
implementation aligns with Fig. 1, where L = 360 µH, CYdc =
0.47 µF, CYac1 = 1.5 nF, CYac2 = 0.5 nF, LCM_AC1,2 = 3 mH. For
CFM operation, the sweeping frequency is 100 Hz with a
carrier frequency variance of 1 kHz. The simulation results are
shown in Table I.
TABLE I SIMULATED TOTAL COMMON MODE RMS CURRENT (ICM) WITH
DIFFERENT PWM STRATEGIES
LCM_DC
Traction CYdc
Driver
+ Inverter +
M Y
Vdc
CYdc
Cstray VCM
Cstray Cstray Cstray
Vehicle Chassis
Stray inductance introduced by the disconnecting
switch influences the bypassing capability
(b)
1197
 ICM with fixed ICM with sweeping
PWM Strategy carrier frequency carrier frequency
(10 kHz) (9 kHz – 11 kHz)
SPWM 1.85 A 2.59 A
DPWM 4.13 A 2.19 A
NSPWM 4.12 A 1.97 A
AZPWM 2.89 A 2.68 A
It is observed that no matter the carrier frequency is fixed
or swept, alternative PWM strategies do not deterministically
reduce the rms value of the leakage current. This is because
none of the PWM strategies is designed to optimize the CM
currents in the time domain. On the frequency domain, while
an EMI profile with lower peaks is achieved by some of the
PWM strategies, it does not equate to lower time domain rms
current. The changes in the rms values of the CM currents may
not be substantial when the noise is coupled through the much
smaller parasitic capacitances and the time domain rms value
is small to start with. However, when the noise is coupled
through large Y capacitors, the rms values could become
larger as the large Y capacitances are adding resonance points
in the lower frequency range, where the magnitudes of the
common mode voltage source (VCM) are much higher than
they are in the high frequency range.
D. Active EMI filtering
Active EMI filters use active circuits to compensate the
CM currents and has been proven to be a viable approach in
academia [4] . The two major methods are active CM voltage
and current compensation. The voltage compensation injects
controlled CM voltages into the main circuit using a
transformer, and the current compensation injects CM
currents through Y capacitors with a controlled current source.
The former method requires a transformer that can be very
bulky due to the need for small magnetizing current and large
boost ratio. The latter requires a high voltage rated buffer with
high current capability [5] . Both methods need high
bandwidth control and sensing circuitry to successfully
attenuate the CM currents. Compared with the passive filters,
there are significantly more circuitry and control complexity
involved, which raise reliability concerns. The active EMI
filter is particularly effective in reducing the CM noise
currents in a relatively low frequency range.
To have the best of both worlds, the hybrid active EMI
filter was proposed by combining the active filters and the
conventional passive CM filters together [5]. The active filters
deal with the lower frequency noise currents, and the passive
filters deal with the noise currents of higher frequencies. TDK
has recently launched such a product [6] . Overall, the hybrid
active EMI filter is a promising solution when it commoditizes
and proliferates.
IV. LEAKAGE CURRENT REGULATION WITH FLOATING FILTER
The idea of floating filter (FF) was proposed in [7] . A low
impedance inner loop is created with a floating ground, as
shown in Fig. 5, and the equivalent circuit in Fig. 6. This inner
loop is designed to contain the majority of the high frequency
CM current through its impedance mismatch with the outer
loop. Rather than aiming at reducing the total CM leakage
current, the floating filter structure aims to shift the CM
current away from the vehicle chassis and the earth ground. In
other words, the idea of floating filters allows an increase in
the total common mode current, although a decrease is
preferred and easily achievable, as long as the CM currents
through the vehicle chassis and the earth ground is minimized.
LCM_AC2 LCM_AC1 Lf L/3 VCM
D
ICMO
3CYac2 3CYac1 3Cfac 2Cfdc
2CYdc
IGND ICM_AC ICM_inner
Fig. 6. CM equivalent circuit of a non-isolated integrated charger with
floating filters.
As seen in Fig. 5 and Fig. 6, the add-on filter structure is
implemented with a CM choke and two sets of capacitors on
the dc (Cfdc) and ac side (Cfac). These components essentially
form an LC low-pass filter to limit the high frequency
emission to the outer loop. The ac side floating filter
capacitors (Cfac) can be integrated as part of the differential
mode (DM) filter for the input current, and the dc-side
capacitors (Cfdc) can be integrated as part of the dc-link
capacitor. The only add-on component, the CM choke (Lf),

P LCM_DC
VCM Common mode voltage source
Non-isolated Cfdc CYdc ICM_inner CM current through the floating
LCM_AC2 LCM_AC1 Lf L integrated filter loop
U A
charger ICM_inner ICMO + ICMO Total outer loop leakage current
N V B
Y ICM_AC Leakage current that goes back
W C Vdc through AC side Y caps
IGND Leakage current goes through the
VCM (fsw) Cfdc CYdc
IGND ground and comes back to grid
CYac2 CYac1 Cfac RN Substation grounding resistance
PE O RG Outlet to local ground resistance
Inner loop w\ floating ground
(Protective earth) PE PE that exists in TN grounding
RN ICM_AC Vehicle chassis ground RG but not in TT system

Mains earth Local ground

Fig. 5. Floating filter implementation in non-isolated integrated chargers.

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 limits the floating filter loop current together with the grid-tie TABLE II SYSTEM AND CM FILTER PARAMETERS OF THE TESTED
CIRCUIT.
differential mode impedance L.
Equivalently, the floating filter could add more CM filter Component Description Value
stages into the system. Hence, more attenuation is achieved. Vac Grid rms phase voltage 110 Vrms
Compared with conventional solutions in which every filter Vdc Dc bus voltage 350 V
stage is referred to the common chassis ground, the separation CYdc Dc side Y capacitance 0.47 μF
L Grid-tie DM inductance 360 μH
in the grounding has two purposes. First, it assures that only
LCM AC1,2 Ac side outer loop CM inductances 3 mH, 3 mH
minimal current would be flowing through the vehicle chassis CYac1,2 Ac side outer loop Y capacitances 0.5 nF, 1.5 nF
and the earth ground. The significant reduction in the chassis Lf Ac side FF CM inductance 4 mH
CM currents means less emission to the grid, and less Cfdc Dc side FF capacitance 80 μF
influence on other on-board circuitries. Moreover, the Cfac Ac side FF capacitance 1.5 μF
allowable CM filter capacitance within the floating filter loop
The common mode filter capacitors have different voltage
is not limited by the safety standards, making it possible to use
rating requirements. Since CYac1,2 and CYdc. are true Y
much larger bypassing capacitances to achieve much more
capacitors connected to the earth ground, 1.5-kV rated Y-class
aggressive attenuation without large CM inductors. The Y
film capacitors are used in the 350-V system. For the floating
safety class rated capacitors, which are costly and bulky, are
filters, Cfdc-s are ideally integrated with the dc link capacitors
also not needed in the floating filter loop.
and do not have to be Y-class rated. Cfac-s do not have to be
Just like the design of conventional EMI filters, the Y-class rated either. The ac side floating filter capacitors are
properly design of the floating filter structure needs to usually designed much larger than CYac1,2, which will have a
consider the whole system and model every filter and parasitic significant filtering effect on the DM currents. The maximum
impedance carefully on a case-by-case basis. Generally, there allowable capacitance of Cfac is given by the allowable
are several design targets: 1) moderate current in the floating differential voltage drop on these capacitors, which should not
filter loop (moderate ICM_inner); 2) small current in the outer exceed 0.1 p.u.
loop (small ICMO); 3) a ground rms leakage current less than 5
The test setup is emulating a 6-kW three-phase charger
mA below 150 kHz to avoid nuisance tripping of the GFCI
connected to a 110 V network. The base impedance of the grid
(the IGND upper limit is usually 30 mA in RCD, which is used
is calculated as:
outside of the US).
(110 ⋅ 3=
)
2
U l22l
Z=
base = 6.05 Ω (1)
V. EXPERIMENTAL VERIFICATION Pout 6000

Experimental testing is conducted to test the leakage
currents at different switching frequencies in a baseline
charger hardware setup. A set of floating filters is also
implemented to observe the reduction of the chassis CM
current.
The test setup is shown in Fig. 7. A commercial silicon
carbide (SiC) three-phase voltage source converter is used as
the switching cell. The filters are mounted on separate PCBs.
The filter structures are implemented as in Fig. 1 and Fig. 5
respectively in two different tests. A total resistive load of 20
Ω is used. The system and filter parameters are included in
Table II.
To keep the voltage drop on the Cfac-s below 0.1 p.u. at 60
Hz, Cfac must satisfy (2), and it is selected to be 1.5 µF in this
test.
1
C fac ≤ 0.1 ⋅ 43.8 µ F
= (2)
2π ⋅ 60 ⋅ Z base
The impedance mismatch between the inner floating filter
loop and the outer loop is plotted in Fig. 8. A large impedance
mismatch ratio is achieved across the lower frequency range,
showing that the floating filter structure has good attenuation
of CM currents at the switching frequency and its first few
harmonics, where the common mode voltage source typically
has the largest magnitudes.

Fig. 7. Common mode current hardware test setup.

Fig. 8. Impedance mismatch between the inner and outer CM loop.

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 TABLE III TESTED COMMON MODE CURRENTS (MA,RMS) WITH AND WITHOUT FLOATING FILTERS.

15 kHz 20 kHz 30 kHz 40 kHz 50 kHz

ICM_AC 319.4 374.2 455.1 546.2 655.8
w\o FF
IGND 223.8 170.4 135.1 127.2 124.3
ICM_AC 5.4 6 7.4 8.6 9.8
w\ FF IGND 30.4 6.9 6.7 6.4 6.6
ICM_inner 159.2 133.5 102.1 86.3 77.2

The noise floor for all current measurements is 1 mA. The

popular SPWM is used as the modulation strategy. CM
currents at different switching frequencies are tested and
compared in Table III.
It is seen that the CM currents going through the vehicle
chassis are quite significant. The zoomed-in tested CM
currents without floating filters at 30 kHz are plotted in Fig. 9.
It can be observed that both IGND and ICM_AC have significant
frequency component at the operating switching frequency
(30 kHz). When floating filters are not used, ICM_AC increases
as switching frequency increases. This indicates that the
ICM_AC bypassing loop is capacitive throughout the tested
frequency range, that is, the bypassing loop impedance
decreases with the increasing switching frequency. The tested
ground leakage currents (IGND) are well above the tripping
levels of GFCIs (5 mA) and RCDs (30 mA). The values of
IGND decrease as the switching frequency increases. It shows
that the ground return loop is inductive within the tested
switching frequency range.
Fig. 9. Zoomed-in tested CM currents (without floating filters) at 30 kHz and
6-kW output power.
Fig. 10 shows the zoomed-in tested CM currents with
floating filters at 30 kHz of switching frequency. The common
mode currents are overall reduced due to the increased filter
order. The CM current going through the chassis is minimal,
and IGND sees a major reduction on the high frequency
components.
Fig. 10. Zoomed-in tested CM currents (with floating filters) at 30 kHz and 6-
kW output power.
VI. CONCLUSIONS
The generation mechanism of large CM current due to the
CM filter coupling is briefly reviewed in the first section. It is
shown that with realistic system parameters, safety risks exist
for both the end users and the on-board electric system.
To mitigate the CM current coupled through dc side filters,
various possible solutions are discussed. The disconnection of
dc side Y capacitors is the most effective solution that targets
the cause. However, it requires very careful circuit design and
brings trade-offs to the dc side EMI profile during the
propulsion mode of the traction drive inverter. A potential
solution with a different filter topology, floating filter, is tested
in hardware. This solution is still a derivative of the excess
filtering, but it reduces the negative impacts of the CM
currents by directing the majority of the currents away from
the vehicle chassis. Testing results show that this method is
able to attenuate the CM currents going through the chassis
effectively.
Differential mode wise, non-isolated charging can
potentially reduce the cost of the chargers by reducing the
isolation stage. Non-isolated integrated chargers could bring
down the cost even further by reutilizing electronic and
mechanical components that are already on-board. However,
both solutions, especially the latter, pose significant design
challenges to the common mode noise management, and
could unjustify the potential cost benefits.

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