Modeling and Controlling of Converter

Published by : International Journal of Engineering Research & Technology (IJERT)
http://www.ijert.org ISSN: 2278-0181

Vol. 11 Issue 11, November-2022
Modeling and Controller Design of a Bidirectional

DC-DC Converter for Electric Vehicles System
Solomon Habtamu (M.Sc.), 1 Kifle Godana (M.Sc.), 2
1. Faculty of Electrical and Computer Engineering, Jimma University, Jimma Institute of Technology, Jimma, Ethiopia.
2. Faculty of Electrical and Computer Engineering, Jimma University, Jimma Institute of Technology, Jimma, Ethiopia.
Abstract:- Batteries are the primary energy-storage devices in management of the power flows [2,3]. Bidirectional DC-DC
application of electric vehicles. Battery fed electric drives are converters serves the purpose of stepping up or stepping
commonly being used for electric vehicles applications, due to down the voltage level between its input and output along
various advantages, such as: approximately zero emission, with the capability of power flow in both the directions. This
definite load leveling, best transient operation and energy
recovery during braking operation. To fulfill these
converter was used for the motor drives for the speed control
requirements converters with bidirectional power flow and regenerative braking. It is employed when the DC bus
capabilities are required to connect the accumulator (battery) voltage regulation has to be achieved along with the power
to the dc link of the motor drive system. Battery fed electric flow capability in both the direction [4]. The converter
vehicles is required to function in three different modes topologies have been developed with soft switching
namely: acceleration mode, normal and braking mode. During technique to increase the transfer efficiency, zero-voltage
acceleration and normal modes, the power flow is from battery switched (ZVS) technique and zero-current-switched (ZCS)
to motor whereas during braking or regenerative mode the technique were introduced for Bi-directional converter.
kinetic energy of the motor is converted into electrical energy Moreover, Bidirectional DC-DC converter exhibits
and fed back to battery. The DC-DC converter is required to
perform mainly two functions: first to match the battery
challenging control problems, since it possesses highly non-
voltage to the motor rated voltage and second to control the linear characteristics and it involves frequent mode
power flow under steady-state and transient conditions, so that variation. Therefore, this study proposes a new approach for
the drive performance is as per the requirement. The proposed the bidirectional DC-DC converter adaptive controller.
controller is adaptive PI controller for bi-directional dc-dc
converter feeding a dc motor and its energy recovery due to 2. MATHEMATICAL MODELING OF DC-DC
regenerative braking has been demonstrated. The simulation CONVERTER
and performance analysis of battery-operated electric vehicle
under different drive condition are also presented through The mathematical modeling of half bridge non isolated
MATLAB/Simulink.
bidirectional DC-DC converter is the combination of buck
Key words: Adaptive PI controller, Battery, Bidirectional DC-DC and boost converters. A non-isolated bi-directional dc-dc
converter and Electric vehicles. converter technology is to combine a buck and a boost
converter in a half-bridge configuration. When charging the
1. INTRODUCTION battery, this converter working as a buck converter, it
operates in voltage step-down mode during the battery
In automobile industry, the general concept of electric discharging its working as a boost converter; it operates in
vehicle refers to an electric drive vehicle using a battery or voltage step-up mode. The bidirectional dc-dc converter is
generator to convert from electric energy to mechanical placed in between high-voltage and low-voltage sources to
energy. Now a day’s bi-directional dc-dc converters are allow energy transfer [5]. This kind of power converters use
mostly used for several applications like as battery charger, in many applications like in hybrid vehicles, in aerospace
electric vehicles and UPS systems. In case of the battery etc. Here a proposed modelling method is used based on
based electric vehicles, electric energy flows between motor modelling of each component individually, and then
and battery side [1]. For achieving zero emission, the vehicle combining them to a complete model. The power stage was
can be powered only by batteries or other electrical energy modelled using state-space averaging. After that the
sources. Batteries are adopted in ground vehicles because of controllers are designed. The combined small-signal model
their main features of high energy density, compact size, and generates all the transfer functions required for design
reliability etc. That can be applied in electric vehicle with a purposes [6,7].
battery as an energy storage element to provide desired
.
IJERTV11IS110117 www.ijert.org 218

(This work is licensed under a Creative Commons Attribution 4.0 International License.)
negative effects of the DCM operation. Therefore, the soft

switching techniques as well as the remedial measures for
the parasitic ringing have to be ensured in the converter
design.
This can be done by the incorporation of the
complimentary gate switching technique as shown in the Fig
3[6].
Fig.1 Block diagram of proposed Bidirectional DC-DC converter with

PMDC.
Half bridge non-isolated bidirectional dc-dc converter fed

PMDC motor is as shown in the Fig 1. It is operated in boost
mode for forward motoring and in buck mode during
electrical regeneration. Towards low-voltage side a battery
pack is placed and on the other side a PMDC motor whose
speed has to be controlled is installed [8,9]. It also contains
Fig 3. ZVRT soft switching technique [6].
a high-frequency capacitor as the energy buffer along the
motor side as well as a smoothening capacitor along the
Assume that the converter is operating in the boost motoring
battery side. Bidirectional dc-dc converter operating in the mode with the constant speed and fixed load torque so that
continuous conduction mode (CCM) requires a larger valued
the armature voltage and the inductor current are at steady
filter inductor. Thus, the inductor size increases and it also
state. Let initially the main switch Q1 is conducting as
slows down the transient response and the mode
shown in the Fig 3. and hence the inductor current rises (c-
transitioning. With the circuit operating in the discontinuous
d) till it reaches the dead (de) time when all the devices get
conduction mode (DCM), the inductor value can be
turned off, and therefore the inductor current will charge the
considerably reduced and the response becomes faster, capacitor C Q1. Also, CQ2 will discharge to CQ1. Due to
therefore power density increases. DCM operation also
the presence of the snubber capacitors CQ1and CQ2the
facilitates zero-turn on loss and thus low reverse recovery
charging and discharging rates are reduced. Since the
loss in diode. But at the same time the main switch is
voltage across the capacitor cannot change abruptly,
switched off at double the value of the average load current
therefore the switching on and switching off losses are
(i.e. at point d in Fig 3), therefore the losses during turn off reduced. After this the inductor current flows through the
increases. This can be reduced by using a snubber capacitor diode D2 (e-f) and it decreases since voltage across capacitor
across the switches. Along with this, the inductor current
C2 opposes it and finally it becomes zero at point f. After
also exhibits parasitic ringing during turning off of the
this it reverses its polarity through Q2 (f-g), thus the switch
switch as shown in Fig 2. This is because the switch’s output
Q2 gets on at zero voltage because of the freewheeling
capacitance in association with the inductor tends to oscillate
current through D2. Also, the diode gets switched off at the
and hence causes power dissipation and electrical stresses on zero voltage (at f) and therefore the reverse recovery losses
the devices [7].
are reduced. Again, the negative inductor current goes
though switch Q2 which helps in charging CQ2 and
discharging CQ1during the dead time and after that again the
negative current is bypassed through diode D1 till it
becomes zero and the switch Q1 turns on. Thus, the switch
Q1 turns on at Zero Voltage condition. Here although the
inductor current reaches zero value before the starting of the
next cycle as in the normal DCM operation, but then also it
is continuous because of the complimentary gate switching
and the bidirectional conducting switches.
Fig 2. Parasitic Ringing of the Inductor Current
2.1 Modeling parameters of Converter

This is the major disadvantage associated with the DCM
operation. The efficiency reduces because of all this
Since it is desired that the converter should operate in the range, we can optimize the inductor value. It is necessary to
DCM, therefore the value of the inductor should be selected optimize the inductance with all the design considerations.
so as ensure DCM operation in both the modes. So as to The relationship between inductor peak current Ipeak,
ensure DCM operation of the converter for all the power minimum current Imin, and inductor RMS current IRMS can

be expressed in (1.1) to (1.5), where Ts is the switching p

period, Iload is load current, P is the load power and ∆I is I load =
the inductor current ripple. vo
1 vin − vo vo
I = Ts (1.1)
2 L vin (1.3)
The optimization of the inductor design should satisfy the I min = I load − I
following conditions.
I peak = I load + I (1.4)

(1.2)
I 2
I rms = I load 2
+
3
(1.5)
2.1.1 Realization of ZVRT Soft Switching

1 vin − vo vo 2
From the above-described operation, it is found that the
realization of gate signal
Lcr = Ts (1.6)
complementary control ZVRT soft switching depends on
2 p vin
the emergence of inductor negative current, which can be
acquired by limiting inductance to be less than the value The capacitor values can be found out from the voltage
Lcr expressed in (1.6). This inductance allows the ripple specification as given below:
converter operating under the boundary condition between I VD
DCM and CCM. C1 = Ts , C2 = 2 Ts (1.7)
8VIN RAV2
3. Small-signal modeling of Bidirectional DC-DC diL V

converter State-space modeling = 1
dt L
The mathematical models for the non-isolated bidirectional
dia R V K
dc-dc converter have been developed for both the step-down = − a ia + 2 − w
and step-up mode operation in the continuous current dt La La La (1.8)
conduction mode. State-space formulation method is dV1 V i V1
employed for the modelling of the bi-directional dc-dc = batt − L −
converter with the following assumptions [11]. It consists dt R1C1 C1 R1C1
two operating modes, either battery charging mode or dV2 i
discharging mode, there are always two subintervals ton and =− a
dt C2
toff. In the first subinterval, when the switch Q1 is on, and Q2
dw K B T
is off, the converter equivalent circuit can be represented in = ia − m w − L
Fig 4(a). dt J J J
The state space representation of first subinterval is given as:
.
X = A1 X + BU
1 (1.9)
Y = C1 X + DU 1
where X = [il iaVV1 2 w] ,U = [VbattTL ] , Y = [ w]

T T
Fig 4(a) Equivalent circuit with Q1-on, Q2-off.

 1 
 0 0
L
0 0 
 
 0 −
Ra
0
1
−
K 
 La La La 
 
A1 =  − 0 
1 1
0 − 0
 C1 R1C1 
 
 0 −
1
0 0 0 
 C2 
 
 0 K
0 0 − m
B

 J J 

 0 0 
 0 0 
 
 1 
B1 =  R1C1
0 
 
 0 0 
 
 0 1
−

 J 

C1 =  0 0 0 0 1
D1 =  0 
(1.10)
In the second subinterval, when the switch Q1 is off, and diL V1 − V2

Q2 is on, the converter equivalent circuit can be represented =
in Fig 4(b). dt L
dia R V K
= − a ia + 2 − w
dt La La La
dV1 Vbatt iL V
= − − 1 (1.11)
dt R1C1 C1 R1C1
dV2 iL i
Fig 4(b): Equivalent circuit with Q1-off, Q2-on. = − a
Similarly, circuit equations during second sub interval is dt C2 C2
given by
dw K B T
= ia − m w − L
dt J J J
The state space representation is as follow for second
subinterval
.
X = A2 X + B2U
(1.12)
Y = C2 X + D2U
Where

 1 1 
 0 0 − 0 
L L
 
 0 R
− a 0
1
−
K
 La La La 
 
A1 =  − 0 
1 1
0 − 0
 C1 R1C1 
 
 1 −
1
0 0 0 
 C2 C2 
 
 0 K
0 0 −
Bm 
 J J 
 0 0 
 0 0 
 
 1 
B1 =  R1C1 
0
 
 0 0 
 
 0 1
−
 J 
C1 =  0 0 0 0 1
D1 =  0
(1.13)
The state space average model of small signal system. Signal

ac analysis for the different modes of the bidirectional time variant system. Then d(t)=(D+ d ) Now assuming that
converter operation under current mode control and also operating point at equilibrium point and variation along
derives the transfer functions which describing the converter operating point.
characteristics. The state variables of the above system are d
the capacitor voltages and the inductor current. Therefore, ( X + x) = [ A1d (t ) +
by considering ideal switching, the following two sets of dt
state -space equations can be derived for each circuit state:
A2 (1 − d (t ))]( X + x) + (1.16)
When Q1 is on the duty cycle is d(t):
. [ B1d (t ) + B2 (1 − d (t ))](U + u )
X = A1 x(t ) + B1u (t ) This equation indicates that the system is nonlinear which
(1.14)
Y = C1 x(t ) + D1u (t ) contains d , x and u . Valid assumption steady state is
When Q2 is on the duty cycle is(1-d(t)): larger than small signal part therefore.
.
x.d  0
X = A2 x(t ) + B2u (t ) (1.15)
Y = C2 x(t ) + D2u (t ) ud  0 (1.17)
Where ‘t’ is switching period. During each interval, since all dx
the circuit parameters are constant equivalent circuit of the 0
converter act like a time invariant system. But during dt
switching between two modes the converter behaves like a Now in linear approximation of the state space equations
representing the averaged state space model.

Small signal transfer function from above equation by takin

dx
= Ax + Bu + [( A1 − A2 ) x + ( B1 − B2 )u ]d Laplace transform.
dt w
= C[ sI − A−1 ]B (1.20)
y = C x + Du d
(1.18) The transfer function of speed of the vehicle to input of duty
A = A1D + A2 (1 − D) cycle can be take out.
B = B1D + B2 (1 − D) w − s 2 − 800s + 480

= 5
d s + 800s + 2000s + 7100s + 1600s + 110
Where 4 3 2
C = C1D + C2 (1 − D)
(1.21)
D = D1D + D2 (1 − D) This transfer function is the fifth order function which can
be reduced into second order transfer function. The reduced
 1 1− D  transfer function is as follows:
 0 0 − 0 
L L w − s + 800
  = 2 (1.22)
 0 − Ra 1 K d s + 143s + 320
0 −
 La La La  The bode plot of a plant and the reduced transfer function
  of the system can be in fig.5
A= − 0 
1 1
0 − 0
 C1 R1C1 
 
1 − D − 1 0 0 0 
 C2 C2 
 
 0 K
0 0 −
Bm 
 J J 
 (1 − D)V2 
 L 0 0
 
 0 0 0 Figure 5: Bod plot of the plant and reduced order.
 1 
 0 0
B= R1C1 
 (1 − D)i 
− L
0 0
 C2 
 1
 0 0 − 
 J
C = 0 0 0 0 1
D =  0
(1.19)

4.CONTROLLER DESIGN
4.1 Adaptive Controller e ( e = y − ym ) denotes the model error. The components of
Adaptive control is a method of designing a controller with
some adjustable parameters and an embedded mechanism e
are the sensitivity derivatives of the error with respect to
for adjusting these parameters. From different adaptive 
control approach in this paper model reference adaptive the adjustable parameter vector  .The parameter  is known
control is selected. The model reference adaptive system is
as the adaptation gain. The adjustment mechanism is to
a method of comparing the performance of the actual system
against an assumed mathematical model that describes the minimize the squared model error e 2 . The cost function is:
actual system, and designing control input to drive this 1
comparison error to zero [5,12]. J() = e2 () (1.26)
2
The closed loop transfer function of the plant can be:
Reference −k ps2 + s(k p a − k i ) + k i a
Y(s) = Uc (s)
Model s3 + s2 (b1 − k p ) + s(b2 − k i + k pa) + k ia
(1.27)
According to the closed form transfer function in (1.26), we
Battery select a second order system as the reference model:
Ym 900
= 2 (1.28)
Um s + 30s + 900
Bidirectional If Y= Ym , the input –output relations of the system and the
_ w _
Wref
+
Controller DC_DC PMDC + model are the same, this is called perfect modeling. The
converter model error is defined as the difference between the process
output Y and the reference model output Ym ( e = Y − Ym
). It is then possible to derive adaptation rules for the
controller parameter vector  = (k p ,ki ) of control law
Adjustment
(1.25) using MIT rule:
mechanism Tracking error d e
= −e (1.29)
Figure 6. Block diagram of proposed model with controller dt 
dK p J J e Y
4.2 Model Reference Adaptive PI Control = − = −
In this thesis, PI can’t control the overall system because the dt K p e Y K p
system is highly nonlinear. Which means the coefficients of
dKi J J e Y
= − = −
the conventional PI controller are not often property tuned
Ki e Y Ki
for the nonlinear plant with unpredictable parameter
variations. To improve the problem of this model reference dt
adaptive controller is used in order to adjust PI parameters. (1.30)
The plant transfer function is given by: J e
w(s)
= 2
−s + a (1.23) Where = e, =1
u(s) s + b1s + b2 e Y
Where a, b1 and b2 assume to be constant. Consider also the we get following equations:
following PI control law), where the Laplace transform of − p −s 2 + sa
k *p = e( )(u c − y)
the control signal is given by: s s3 + s 2 (b1 − k p ) + s(b 2 − k i + k p a) + k i a
K
U (s ) = K p (U c (s) − Y ( s )) + i (U c (s) − Y ( s )) (1.31)
s
(1.24)
− i −s 2 + a
An important problem is to determine the adjustment k i* = e( 3 2 )(u c − y)
mechanism so that a stable system that brings the error to s s + s (b1 − k p ) + s(b 2 − k i + k p a) + k i a
zero, is obtained. The following parameter adjustment (1.32)
mechanism, called the MIT rule was originally used in Where(b1-Kp), (b2-ki+kpa) and (kia) are variables which can
MRAC: be determined from reference model.
d e
= −e (1.25)
dt  5. SIMULATION RESULTS AND DISCUSSION

To verify the validity of the proposed method, the simulation Figure 9. Motor current.
has been performed. Simulation parameters was selected
from previously done journals [12]. A total of two cases of
the drive system are studied: cas1: The reference motor
speed is 52 rad/sec with a constant torque demand of 6Nm,
when the speed changes from 52 rad/sec(500rpm) to 62
rad/sec with a constant torque demand of 10 Nm at time t=15
secs and case (2) regenerative braking mode: when the speed
decreases. Torque changes from +10 Nm to -10 Nm at a step
time of 15 secs. The simulation is carried out.
Figure 10. Battery State of charge.
Figure7. Battery voltage.
Figure 11. Battery Current
Figure 8. Electrical torque
Figure 12. Inductor current
sudden change in speed requirement. The motor current

which is same as the torque characteristic. When the speed
increases, the motor draws more power from the battery as,
Figure 7 and 8 show battery voltage and motor torque the battery SOC discharging and buck mode condition.
respectively during forward and breaking mode of When the speed decreases, the battery SOC charging and
conversion. During transient, simulations are performed boost mode condition in figure 10. The Simulations are also
when the motor speed is changed from 52 rad/sec to performed for the braking operation when the speed is
62rad/sec. Momentarily increase in torque when there is a changed from 52 rad/sec to 50 rad/sec while the motor

torque and current has reverse characteristic as shown in Engine/Battery Hybrid Power Generators," Power Electronics,
IEEE Transactions on, vol. 29, pp. 3748-3757, 2015.
Figure 8 and Figure 9 respectively between 3sec to 4 secs.
[5] K. Engelen, S. De Breucker, P. Tant, and J. Driesen, "Gain
Figure 11 and 12 show the battery current and inductor scheduling control of a bidirectional dc-dc converter with large
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[6] R. Guzman, L. J. Garcia de Vicuna, J. Morales, M. Castilla, and
J. Matas, "SlidingMode Control for a Three-Phase Unity Power
CONCLUSION
Factor Rectifier Operating at Fixed Switching Frequency,"
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bidirectional DC-DC converter for electric vehicle system 2015.
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Williams. “Quasi TwoLevel Operation of Modular Multilevel
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suitable for this electric drive. The performance of the Fault Isolation Capability”. IEEE Transactions on Power
system is verified under forward motoring mode, Electronics, vol. 30, No. 1, Jan 2016.
regenerative mode. The converter mode is determined not [8] P. Giannelli, M. Rossi, L. Capineri, M. Granato, G. Frattini, and
G.Calabrese, “The ZetaBoost: A step-up DC/DC topology
only by the relationship between the voltage on the DC-bus
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relationship between the DC-bus voltage and the energy 1–10
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Published by : International Journal of Engineering Research & Technology (IJERT)

http://www.ijert.org ISSN: 2278-0181

Modeling and Controller Design of a Bidirectional

IJERTV11IS110117 www.ijert.org 218

negative effects of the DCM operation. Therefore, the soft

Fig.1 Block diagram of proposed Bidirectional DC-DC converter with

Half bridge non-isolated bidirectional dc-dc converter fed

2.1 Modeling parameters of Converter

IJERTV11IS110117 www.ijert.org 219

be expressed in (1.1) to (1.5), where Ts is the switching p

I peak = I load + I (1.4)

2.1.1 Realization of ZVRT Soft Switching

3. Small-signal modeling of Bidirectional DC-DC diL V

where X = [il iaVV1 2 w] ,U = [VbattTL ] , Y = [ w]

Fig 4(a) Equivalent circuit with Q1-on, Q2-off.

IJERTV11IS110117 www.ijert.org 220

In the second subinterval, when the switch Q1 is off, and diL V1 − V2

IJERTV11IS110117 www.ijert.org 221

The state space average model of small signal system. Signal

IJERTV11IS110117 www.ijert.org 222

Small signal transfer function from above equation by takin

B = B1D + B2 (1 − D) w − s 2 − 800s + 480

  of the system can be in fig.5

IJERTV11IS110117 www.ijert.org 223

IJERTV11IS110117 www.ijert.org 224

Figure 10. Battery State of charge.

Figure7. Battery voltage.

Figure 11. Battery Current

Figure 8. Electrical torque

Figure 12. Inductor current

sudden change in speed requirement. The motor current

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IJERTV11IS110117 www.ijert.org 226

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