A Quad Active Bridge based On-board Power

Electronic Interface for an Electric Vehicle

Arun Chandrasekharan Nair , Vishal M.J. and B.G. Fernandes
Department of Electrical Engineering
Indian Institute of Technology Bombay
Mumbai 400076
Email: aruncnair@iitb.ac.in

Abstract—In a battery ultra-capacitor (UC) hybrid energy HESS configuration would be to connect the battery and
storage system (HESS) for an electric vehicle (EV), one of the UC in parallel as given in [4]. In such a configuration, the
most important roles is played by the dc-dc converter interfacing energy supplied by the UC is limited as its terminal voltage
these two sources and the drive-train. This paper proposes
a quad-active bridge (QAB) converter as the on-board power is fixed by the battery. Hence, a power electronic interface
electronic interface of a HESS for EV. Battery, ultracapacitor between the UC and battery is beneficial. In [5], authors
and drive-train are connected to three of the four ports while have compared three configurations of HESS with a single
the fourth port has the provision to connect to a 380 V dc grid buck boost converter, cascaded connection of two buck boost
for charging. Power can be transferred among all the ports hence converters and a two input topology with two buck boost
the storage elements of the system can be utilized in a vehicle
to grid (V2G) scenario. The paper discusses the power transfer converters. It is suggested that the efficiency and stability of
capability, modeling and control of the QAB converter based the two input converter is superior as compared to the other
on-board EV charger. Further, a power management scheme is configurations. However, the requirement of two converters
devised for the said HESS. Simulation and experimental studies makes the system bulky. To avoid this disadvantage, [6] sug-
are done to validate the performance of the system and the results gested a new topology with a single converter which acts like a
are given.
Index Terms—Quad active bridge, multi-port converter, hybrid
controlled energy pump where the battery power is inherently
energy storage system, dual phase shift modulation. maintained constant irrespective of the load profile. However,
the voltage rating of the UC bank should be higher as it is
I. I NTRODUCTION connected to the boosted output of the converter. Alternatively,
many researchers proposed multiple input converter topologies
The modernization of transportation sector is the need of for HESS. [7], [8]. In such a system, when the UC voltage
the hour to cope up with the current global standards for varies widely, the boosting requirement and size of associated
emission [1]. The conventional less efficient internal combus- passive components of the converter increases. Moreover, if
tion engines (ICE) are to be replaced with electrified drive the voltage rating of the battery and UC are different by a
trains which have much higher efficiency. One of the important large value, an isolated converter topology in which the voltage
aspects in designing the drive train for an electric vehicle (EV) transformation is aided by the turns ratio of the transformer
is the choice of the optimum sized energy storage components. [9].
With the immense advancements in the battery technology, This paper presents a quad-active bridge (QAB) converter
most of the present day EV prototypes adopt battery systems to for integrating two storage elements with drive train and the
meet the power and energy requirements of the EV. However, charging port. In the proposed system, turns ratio of the
the battery has to be oversized to supply/sink the power during medium frequency transformer can be adjusted to connect
acceleration/braking as they have low power density [2], [3]. storage elements that have vast difference in their voltage rat-
Moreover, frequent charge/discharge cycles adversely affects ings. Moreover, these converters have inherent ZVS switching
the lifetime of the battery. Thus, it is imperative to have a ability and high power density. This paper analyses the power
hybrid energy storage system (HESS) comprising of a battery flow of the different ports and devises a power management
and an ultra capacitor (UC) so that, the battery and UC algorithm to effectively transfer power between the ports
supply/absorb the average power and peak power respectively. during various operating modes of the EV.
This increases the lifetime of the battery and decreases its size.
However the effectiveness of the HESS depends on the II. Q UAD ACTIVE B RIDGE - A NALYSIS WITH DUAL PHASE
efficient design of the interfacing converters which facilitate SHIFT AND POWER FLOW CONDITIONS
optimum power sharing between the battery and UC. The A quad active bridge consists of four H-bridge converters
converters should adhere to the stringent size and weight coupled through the magnetic flux of a four winding medium
constraints for the EV application. There is a vast amount of frequency transformer as shown in the Fig. 1(a) [10], [11]. The
literature on the interfacing converter topologies. The simplest voltages at the transformer terminals are vk , currents through

978-1-4799-7312-5/18/$31.00 ©2018 IEEE 5941

 Idc,1 H-Bridge 1 H-Bridge 3 Idc,3 If the referred value of the impedances are the equal, i.e.,
| | | | |
R1 = R2 = R3 = R4 = R and LL,1 = LL,2 = LL,3 =
S1,1 S1,3 S3,1 S3,3 |
Battery
i1 i2 Motor
LL,4 = LL , from (1),
Vdc,1 v1 v3 Vdc, 3 and 4
 4
 4
Drive d 
S1,2 S1,4 S3,2 S3,4 vk − R ik − LL ik = 4 × e (3)
dt
k=1 k=1 k=1

Idc,2 H-Bridge 3 H-Bridge 4 Idc,4 Considering the magnetizing inductance and the core loss
resistance of the transformer to be infinite and the shunt branch
S2,1 S2,3 S4,1 S4,3 current to be zero, by Kirchoff’s law, the sum of transformer
Ultra
i3 i4
Capacitor winding currents are zero. Thus, from (3), the back emf is,
v3 v4 DC
Vdc,2 Vdc,4 Grid
| | |
S2,2 S2,4 S4,2 S4,4 v1 + v 2 + v3 + v4
e= (4)
4
Thus it is deduced that the back emf at any winding is the
(a) average of the referred voltages at that terminal.
v1 v3| The QAB converter in this paper uses dual phase shift (DPS)
strategy for modulation of the switches. In DPS control, the
R1 R3| each H-bridge of the converter is operated with two phase
i1 LL,1 LL,3| shifts namely, the inner phase shift and outer phase shift.
i3| The inner phase shift, D corresponds to the displacement
e in the pulses of each half bridge of a H-bridge converter.
The outer phase shift, Dj,k is the displacement among the
LL,4|
LL,2| pulses of H-bridges in the converter where j, k ∈ 1...4 and
R2| R4| j = k. Such a control leads to a decreased peak value of
v2| v4| current and circulating reactive power and hence increase in
i2| Lm i4| system efficiency [12] compared to traditional single phase
Rc shift (SPS) control. Moreover the DPS strategy gives two
degrees of freedom to control the amount of power transferred.

A. Current and Power Transfer Capability

(b) The waveforms of the QAB converter operating with the
DPS control is given in Fig.2, where all the voltages and
Fig. 1. (a) Circuit Diagram of quad active bridge based interface for EV
application. (b) Equivalent Circuit currents are referred to port 1 of the converter. The zero
voltage switchings of the various switches are also shown.
It is assumed with reasonable accuracy that n1.k Vk = V1 . It
the transformer windings ik , the dc side voltages Vdc,k and the must be noted that the currents i1,k are virtual currents that
dc side currents idc,k , where k ∈ 1, 2, 3 or 4. Consider the would flow if these ports were to be operated separately. By
self leakage inductances of the transformer to be LL,k and the superposition principle, the total current in port 1 is
winding resistances are Rk for the k th winding. The effect of 4

mutual leakage inductances are neglected for ease of analysis. i1 = i1,k (5)
The circuit equations at the k th winding of the transformer k=2
can be written as The power transfer capability with DPS control with only
d ik two virtual branches operated is analyzed in [13]. The power
vk − ik .Rk − LL,k = ek (1) transferred between two ports with inner phase shift D and
dt
outer phase shift D1,k is given by
where ek is the back-emf generated by the magnetic flux. It ⎧ 2
should be noted that the ratio of back emf at any two windings ⎪
⎪ 2D1,k − 2D1,k − D2
n1,k V1 × Vk ⎨
is same as the turns ratio between them. The equivalent circuit 0 < D < D1, k < 1
P1,k = × 2
of the QAB converter with all the quantities referred to the 4Lfs ⎪
⎪ 2D 1,k − 2D 1,k D − D1,k
⎩
winding 1 of the transformer is shown in Fig. 1(b). 0 < D1,k < D < 1
(6)
| | 1 |
vk = n1,k × v1 , ik = × v1 , Zk = n21,k × Z1 (2) the total power that can be transferred from the port 1 is given
n1,k by
 4
where k ∈ 2, 3, 4 and Z in general represents the impedance P1 = P1,k (7)
and can be the inductance or resistance in this scenario.
k=2

5942
 V1 Idc,1 Idc,3
D
S1,1 S1,3 S3,1 S3,3
D12 t i1 N1 N2 i2
n12V2 Vdc,1 v1 v3 Vdc, 3
IN,1 Cdc,1 Cdc,3
v2| S1,2 S1,4 S3,2 S3,4 IN,3

t
n13V3 Idc,2 Idc,4
D13
v3| S2,1 S2,3 S4,1 S4,3
t i3 i4
n14V4 Vdc,2 v3 v4 Vdc,4
D14 IN,2 Cdc,2 N3 N4 Cdc,4
v4| S2,2 S2,4 S4,2 S4,4 IN,4
t

i12 Fig. 3. Equivalent circuit of QAB converter used for dynamic modeling.
i13
i14 t
with the help of the switching functions as,
vk = Sk (t) vdc,k (t) (8)
e
t where s represents the switching function of the k th H-bridge
ZVS S1,2 and k =1,2,3 or 4. The switching function of the first H-bridge
i1 ZVS S1,3 can be represented as
⎧
t1 t2 t3 t4 t5 t6 t7 Ts t ⎪
⎪ 0, 0 ≤ t < D2Ts
ZVS S1,4 2 ⎪
⎨1, D Ts ≤ t < T2s
S1 (t) = (2D+1)Ts (9)
ZVS S1,1 ⎪0,
⎪ 2 ≤t<
Ts
⎪
⎩ 2
−1, (2D+1)T2
s
≤ t < Ts
Fig. 2. Dual Phase Shift switching scheme for QAB converter.
In case of the other three H-bridges, the switching function
can be represented as
⎧ D T
The allowable phase shift between any two port limits the ⎪
⎪ −1, 0 ≤ t < 1,k2 s
⎪
⎪
maximum power that can be transferred between those ports. ⎪
⎪ (D+D1,k ) Ts
Further, the effective inductance between any two ports of a ⎨0, 0≤t< 2
(D+D1,k ) Ts (1+D1,k )Ts
Sk (t) = 1, ≤t< (10)
QAB converter is twice the case when these two ports are ⎪
⎪
2 2
⎪
⎪ 0,
(1+D1,k )Ts
≤t<
(1+D+D1,k )Ts
operated separately [14]. Thus the maximum power that can ⎪
⎪ 2 2
⎩ (1+D+D1,k )Ts
be transfered between any two ports in a QAB converter is −1, 2 ≤ t < Ts
half the maximum power between these two ports operated as
a DAB . However, the power throughput can be increased by where Ts is the switching period, k ∈ 2, 3 or 4 and D1,k is
making one of the ports as a forwarding port. In the QAB the phase shift between the first and the k th H-bridge. Since
converter discussed in this paper, the charging port is idle the objective is to control the power flow between the ports,
during the running conditions and can be utilized as the power transformer input currents and the dc voltages of the ports are
forwarding port to increase the power transferred to the drive taken as state variables. The state equations at k th port of the
train. converter can be described as,

d ik −Rk Vdc,k Sm nk,m Vdc,m
= ik (t) + Sk (t) − m (11)
dt LL,k LL,k 4 LL,k
III. M ODELING OF THE Q UAD ACTIVE BRIDGE
CONVERTER where j = m and,
d Sk (t) IN,k
The dynamic model of the QAB converter is derived vdc,k (t) = ik (t) − (12)
dt Ck Ck
neglecting the effects of the magnetizing inductance of the
transformer and the voltage drops across the switches. The A. Averaged model
dynamics of the drive-train is represented by a current source The equations (11) and (12) are time varying. In order
which can assume either polarity depending on whether the to get a time invariant model, these equations need to be
vehicle is in driving or regenerating mode. The voltage equa- averaged and then linearized to obtain the necessary transfer
tions at various windings of the transformer can be written functions. This paper follows procedure in [15]–[17] to obtain

5943
the average model of the QAB converter. A state variable can The dynamics involved in the voltages of each port of the
be represented with the help of its Fourier series coefficients converter is relatively slow and hence the first order terms
as, in the Fourier series of these states is approximated to zero
∞
while the zeroth order terms are equal to their steady state
x(t) = xl (t) × ej l ωs t (13)
values. Similarly, the dc terms in the Fourier series expansion
l=−∞
of the current is zero. This implies that Vdc,1 0 = VBAT ,
where ws is the switching frequency in rad/s and xl (t) are Vdc,2 0 = VU C , Vdc,3 0 = VDT , Vdc,k 1 = 0,ik 0 = 0.
the averaged Fourier series coefficients given by The subscripts DT, BAT, UC denotes, drive-train, battery and

1 τ UC respectively and k ∈ 1, 2, 3 or 4. The averaged value of
xl (t) = x(t)e−j l ωs t dt (14) the switching functions are derived using Eqn. (14) and for
T τ −T
the first port is given by,
in the interval τ − T < t < τ . The conventional State space 
averaging technique is obtained for l = 0 in Eqns. (13) and 2 π 2 πD
s1 1 = cos (1 + 2D) − j cos2 (20)
(14). In case of the averaging of the QAB converter discussed π 2 π 2
in this paper, the terms with l = ±1 will also be included. In case of the mth port where m ∈ 2,3,4,
The equations used for derivative of the average of the state
2 Dπ  π
variable and average of product of two state variables are given sm 1 = − cos sin (2D1,m + D)
π 2 2
in [16]. Applying these equations in Eqn.(11), the zeroth and 1
first order coefficients of the current is established as, + j cos(D1,m + D)π (21)
π
It is to be noted that the zeroth terms in the Fourier expansion
dik 0 −Rk Vdc,k 0 Sk 0 2Vdc,k 1R Sk 1R
= ik 0 + + of the switching functions are zero. The equations (20) and
dt LL,k LL,k LL,k (21) are substituted in (15)-(18), the large signal model of
 4
2Vdc,k 1I Sk 1I Vdc,m 0 Sm 0 the QAB can be obtained. In the driving mode, the states of
+ − nk,m interest are currents at the battery and UC ports and the voltage
LL,k LL,k
m=1,=k

at the drive-train.
2 2
+ Vdc,j 1R Sm 1R + Vdc,m 1I Sm 1I IV. P OWER M ANAGEMENT AND CONTROL
LL,k LL,k
(15) The flow chart for power management of the battery UC
HESS is as shown in Fig. 4. The rate of change of the power
dik 1 Rk ik 1 Vdc,k 0 Sk 1 demanded by the drive train is used as the major parameter
= − j ωs ik 1 − +
dt LL,k LL,k to calculate the reference power of battery and the UC. In the
condition when dP dt > 0, ie: when the vehicle is accelerating,
d
4
Vdc,k 1 Sk 0 Vdc,m 0 Sm 1
+ − nk,m the control compares rate of change of demanded power with
LL,k LL,k the maximum allowable power ramp of the battery, Pbat r m .
m=1,=k

Vdc,m 1 Sm 0 If dPdt < Pbat r m , the battery will be able to supply the
d

+ (16) demanded power and UC power will be zero. In case the above
LL,k
condition is not satisfied, the battery power is set to Pbat r m
The zeroth and first coefficients of the derivative of voltage and the rest of the demanded power is provided by the UC. The
states at the different ports can be derived in a similar fashion same procedure for power sharing is followed while braking
as that of the currents and is given by, the vehicle. When the vehicle speed is almost constant, the
dvdc,k 0 1 1 entire power is supplied by the battery. Further, the algorithm
=− idc,k 0 + sk 0 ik 0
dt Ck Ck checks the state of charge of the battery and UC when the
2 vehicle is not running. The UC needs to have a minimum SOC
[sk 1R ik 1R + sk 1I ik 1I ] (17)
Ck to cater to the power demand required for the next acceleration.
Thus, in the scenario when the UC SOC goes below a certain
dvdc,k 1 1 threshold, it is maintained at the minimum SOC value by the
= −jωs vdc,k 1 − idc,k 1 + battery, each time verifying that its own SOC conditions are
dt Ck
1 1 maintained. In the other cases, stored energy in the UC is used
sk 0 ik 1 + sk 1 ik 0 (18) to charge the battery while the vehicle is in standstill.
Ck Ck
The control philosophy used in the driving conditions is
where the subscript 0 represents the dc value, subscript 1
given in Fig.5. The reference power for the battery port is
represent the coefficients of the first component in the Fourier
obtained by applying a low-pass filter and rate limiter on the
series expansion of the state variables. For an arbitrary variable
total power demanded by the drive train. The reference power
A, the averaged value of first component of A consist of both
for the UC is obtained from the difference of the actual power
real and imaginary parts given by,
demanded and the battery power. The reference currents of the
A1 = A1R + jA1I (19) battery and UC are obtained from their reference powers using

5944
 Start

NO NO NO
dPd/dt > 0? dPd/dt = 0? Pd=0?

YES
YES
SOCUC
SOCBAT

-dPd/dt > Pbat_r_m dP/dt > Pbat_r_m Pd = PBAT

PUC = 0
NO YES NO YES Battery Charge
SOCUC< SOCmin SOCBat > SOCmin
UC
YES

Pdemand = PBAT PBAT = - Pbat_r_m Pdemand = PBAT PBAT = Pbat_r_m

PUC = 0 PUC = Pd - Pbat_r_m PUC = 0 PUC = Pd - Pbat_r_m

NO YES
SOCBAT< SOCmax 1 SOCUC > SOCmin
1 NO

YES

UC Charge
Battery

Fig. 4. Power Management algorithm for the hybrid energy storage system of an Electric vehicle.

Driver or V_batt I_batt

Dynamometer
400
P_load
Volt. (V)

Divide I_load
V_load
X - PI
+
HESS Power Sharing
P_batt Controller 0
P_load* Rate P_batt* - PI I_batt*
Filter +
I_load*
Limiter Controller
Scaling
+
Delay_batt
-400
+
Pulse (a)
P_load*
+
+
PI I_uc* Generation 250
- P_uc* - Controller
Volt. (V)

P_batt*
Saturation PI
P_uc +-
X
Controller Delay_uc 0
Saturation
Pulses
I_uc
V_uc I_uc
-250
(b)
50
Volt. (V)

Fig. 5. Schematic of the control philosophy used in QAB based HESS.

0

-50
a PI controller. Further, the required outer phase shift delay (c)
20
for the two energy storage elements are obtained from two
Volt. (V)

PI controllers acting on the error of the reference and actual 0

currents.
-20
(d)
400
V. S IMULATION AND E XPERIMENTAL R ESULTS
To evaluate the performance of the QAB as an on-board 200
Volt. (V)

power electronic interface for an EV, simulations and experi-

0
mental studies are performed on a 5kW scaled down prototype.
Simulation studies are performed with Matlab/Simulink. The -200
parameters used for simulation as well as experimental studies
are given in Table. I. The simulation results for the voltages -400
0.8 0.8001 0.8002 0.8003 0.8004
applied at the transformer terminals for an arbitrary case of the (e)
drive train drawing rated power is given in Fig. 6(a)-(d). The
back emf for this condition is given in Fig.6. It can be seen Fig. 6. Simulation Results:Voltages of the QAB converter operating with DPS
from the results that the back emf at port 1 is the average of control for an arbitrary rated power operation at the drive train port (a)380 V
charging port (b) 220 V drive-train port (c) 48 V battery port (d) 16 V UC
all the port voltages referred to port 1.The voltage rating of the port (e) Back emf of the transformer.
various ports are grid port at 380V, drive train port at 220V,

5945
 TABLE I
S IMULATION PARAMETERS
Response of Controller P
2 ref
Charging Port
Pact
Rated voltage: 380 V 1
Leakage inductance and resistance: 650μH,0.4Ω
0
Dc side capacitance 100 μF
No of turns. 90 -1

Drive port -2
0 10 20 30 40 50 60 70 80 90 100 110 120
Rated Power: 5kW Battery & Ultra-capacitor Power
Rated voltage: 220 V 2.5 Puc
Leakage inductance and resistance: 217μH,0.13Ω P
batt
Dc side capacitance 100 μF 1.25
No of turns. 52
0
Battery Port -1.25
Rated voltage: 220 V
-2.5
Ampere hour: 50 Ah 0 10 20 30 40 50 60 70 80 90 100 110 120
Type of Battery: Li-ion
Leakage inductance and resistance: 15μH,8mΩ
Time (sec)
Dc side capacitance 100 μF
No of turns. 12 Fig. 8. Simulation results: Response of the controller for a random real life
driving scenario and the power shared by battery and UC.
Ultracapacitor port
Rated voltage: 16 V
Capacitance: 58 F
Leakage inductance and resistance: 4.6μH,1mΩ
Dc side capacitance 100 μF
No of turns. 4

50
Curr. (A)

-50 (a)
50
Curr. (A)

0 (a)
P_ref

-50 P_load

(b)
50
Curr. (A)

-50
(c)
50
Curr. (A)

-50
0.8 0.8001 0.8002 0.8003
Time(s)
0.8004 (b)
(d)
P_ref
P_load

Fig. 7. Simulation Results: Transformer currents through the different

windings for an arbitrary rated power operation at the drive train port

battery port at 48V and the UC port at 16V. The currents at

various ports are given in Fig. 7.
In order to verify the effectiveness of the controller, a
random real life driving profile is given as the reference power
of the drive-train as depicted in Fig.8. It is seen that the (c)
actual power closely tracks the reference power. The power
shared between the battery and UC is also shown. The UC Fig. 9. Experimental Results for QAB with DPS modulation scheme .
caters to the sudden surges of power giving a slow varying

5946
power profile to be seen by the battery. The results for the [13] B. Zhao, Q. Song, and W. Liu, “A practical solution of high-frequency-
experimental studies are shown in Fig. 9(a)-(c). A 32-bit digital link bidirectional solid-state transformer based on advanced components
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The power transfer capability among various ports of the
QAB is discussed. The dynamic equations required for the
controller design is derived. A power management scheme for
the operation of the electric vehicle with QAB interface is
given. Further, a control strategy to effectively share the power
between battery and UC is presented. Simulation results for
the QAB converter operating with DPS control is given. The
simulation studies verify the effectiveness of the HESS control
in sharing the power between UC and battery. Experimental
studies on a scaled down prototype is also performed and the
results are presented.
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