A NOVEL STEP UP MISO CONVERTER FOR HYBRID ELECTRICAL VEHICLES APPLICATION

International Journal of Trendy Research in Engineering andTechnology
Volume 3 Issue 1 February 2019
www.trendytechjournals.com 5
A NOVEL STEP UP MISO CONVERTER FOR
HYBRID ELECTRICAL VEHICLES APPLICATION
Thirukumaran.P1
, Akash.D1
, Sasidharan.R1
, Kamalkumar.T2
1
Under graduate Student,2
Assistant professor, Dept. of Electrical and Electronics Engineering,
T.J.S Engineering College,Peruvoyal, Tamil Nadu,India
ABSTRACT
In this Project, a multi-input DC-DC
converter is proposed and studied for
hybrid electric vehicles (HEVs). Compared
to conventional works, the output gain is
enhanced, photovoltaic (PV) panel and
energy storage system (ESS) are the input
sources for proposed converter. The Super
capacitor is considered as the main power
supply and roof-top PV is employed to
charge the battery, increase the efficiency
and reduce fuel economy. The converter
has the capability of providing the
demanded power by load in absence of one
or two resources. Moreover, power
management strategy is described and
applied in control method. A prototype of
the converter is also implemented and
tested to verify the analysis.
INTRODUCTION
Global warming and lack of fossil fuels are
the main drawbacks of vehicles powered by
oil or diesel. In order to overcome the
aforementioned problems and regarding the
potential of clean energies in producing
electricity, car designers have shown interest
in hybrid electric vehicles (HEVs) and plug-in
hybrid electric vehicles (PHEVs). The overall
structure of hybrid electric vehicle powered
by renewable resources is depicted in Fig.1.
Electric vehicles (EVs) have also been
studied. EVs rely on energy stored in energy
storage system (ESS). Limited driving range
and long battery charging time are their main
drawbacks. However, by using a bidirectional
on/off board charger, they could have the
V2G capability. Solar-assisted EVs have also
been studied. Required location and size of
PV panels have made them impractical at
present. Employing fuel cell as the main
power source of HEVs is the result of many
years of research and development on HEVs.
Pure water and heat are the only emissions of
fuel cells. Furthermore, SUPER
CAPACITORs have other advantages like
high density output current ability, clean
electricity generation, and high efficiency
operation. However, high cost and poor
transient performance are the main problems
of SUPER CAPACITORs. It is important to
note that vehicles mainly powered by SUPER
CAPACITORs, are hybridized by ESSs. The
main advantages of hybridizing are enhancing
fuel economy, providing a more flexible
operating strategy, overcoming fuel cell
coldstart and transient problems and reducing
the cost per unit power.
BLOCK DIAGRAM OF PROPOSED
SYSTEM
Due to the fact that initial cost of PVs
is high and in order to increase the extracted
power from the PV panels, MPPT algorithm
has to be utilized. A general comparison is
made between different MPPT techniques

with respect to tracking factor, dynamic
response, PV voltage ripple and use of
sensors. The other way to improve the
efficiency is to enhance the efficiency of the
electric components
GENERAL STRUCTURE OF MULTI-
POWERED HEVModules Description:
Circuit Diagram
General Structure of Multi-Powered HEV
Three-Input DC-DC Boost Converter
Operation of the converter is divided into
three states: 1- The load is supplied by PV and
SUPER CAPACITOR and battery is not used.
2- The load is supplied by PV, SUPER
CAPACITOR and battery, in this state battery
is in discharging mode. 3- The load is
supplied by PV and SUPER CAPACITOR
and battery is in charging mode.
Operation Modes
First operation state (The load is supplied
by PV and SC while battery is not used):
In this state, as it is illustrated in Fig. 3, there
are three operation modes.
During this state, the system is operating
without battery charging or discharging.
Therefore, there are two paths for current to
flow (through S3 and D3 orD1 and S4). In
this paper S3 and D3 is considered as
common path. However, D1 and S4 could be
chosen as an alternative path. During this
state, switch S3 is permanently ON and
switch S4is OFF.
Mode 1 (0< t <d1T): In this interval, switches
S1, S2, S3 and diode D3 are turned ON.
Inductors L1 and L2 are charged via power
sources vPV and vSUPER CAPACITOR,
respectively [see Fig. 3(a)].
Mode 2 (d1T < t < d2T): In this interval,
switchS1 is turned OFF and D2 is turned ON
and S2, S3 and D3 are still ON. Inductor L2 is
still charged and inductor L1 is being
discharged via vPV–vC1[see Fig. 3(b)].
Mode 3 (d2T < t < T): In this interval, S1 is
turned ON and S2 is turned OFF and S3 and
D3 are still ON. Inductor L1 is charged with
vPV and inductor L2 is discharged via vPV+
vC1 – vo[see Fig. 3(c)]. By applying the

voltage–second balance low over the
inductors L1 and L2, voltage of capacitor C1
and output voltage can be obtained as follows:
Also, by applying the current–second balance
low over the capacitors C1 and Co, voltage of
capacitor C1, we have
Current-Flow Path of Operating Modes In First
Operating State. (A) Mode 1.(B) Mode 2. (C)
Mode.
Second operation state (The load is
supplied by PV, SUPER CAPACITOR and
battery)
In this state, as it is illustrated in Fig.
4, there are four operation modes.
During this state, the load is supplied by all
input sources (PV, SUPER CAPACITOR and
battery). In first mode there is only one
current path. However, in other three modes,
there are two current paths (through S3 and
D3 or D1 and S4). In this state, current flows
through D1 and S4. Switch S4 is permanently
ON during this state.
Mode 1 (0 < t < d1T): In this interval, S1, S2,
S3and S4 are turned ON. InductorsL1 and L2
are charged by vPV + vBattery and vSUPER
CAPACITOR + vBatteryrespectively[see Fig.
4(a)].
Mode 2 (d1T < t < d2T): In this interval, S1,
S2, S4 and D1 are turned ON. InductorsL1
and L2 are charged by vPV and vSUPER
CAPACITOR respectively
Mode 3 (d2 T < t < d3T): In this interval, S2,
S4, D1 and D2 are turned ON. Inductor L1 is
discharged to capacitor C1 and L2 is charged
by vSUPER CAPACITOR.
S4, D1 and D4 are turned ON. Inductor L1 is
charged by vPV and inductor L2 discharges
C1 to the output capacitor. [see Fig. 4(d)]. By
applying the voltage–second balance low over
the inductors L1 and L2, we have:
Also, by applying the current–second balance
low over the capacitors C1 and Co, voltage of
capacitor C1, we have:

In this state, the current and power of battery
can be calculated as (14) and (15)
respectively:
Third operation state (The load is supplied
by PV and SUPERCAPACITOR while
battery is in charging mode)
In this state, as it is illustrated in Fig. 5,
there are four modes. During this state, PV
and SUPER CAPACITOR charges the battery
and supply the energy of load. In the first and
second operation modes, there are two
possible current paths through S3 and D3 or
D1 and S4). The path D1 and S4 is chosen to
flow the current in this state. During this state,
switch S3 is permanently OFF and diode D1
conducts.
Mode 1 (0 < t < d1T): In this interval, S1, S2,
S4 and D1 are turned ON. Inductors
L1 and L2 are charged by vPV and vSUPER
CAPACITOR, respectively [see Fig. 5(a)].
S4 and D1 are turned ON. Inductor L1is
discharged to capacitor C1 and,
Mode 3 (d2 T < t < d3 T): In this interval,
S1, S2, D1 and D3 are turned ON. Inductors
L1and L2 are charged by vPV – vBattery and
vSUPER CAPACITOR – vBattery,
respectively [see Fig. 5(c)].
Mode 4 (d3 T < t < d4 T): In this interval,
S1, S4, D1 and D4 are turned ON. Inductor
L1 is charged by vPV - vBattery and inductor
L2 is discharged by vSUPER CAPACITOR–
vC1 – v0
By applying the voltage–second balance low
over the inductors L1 and L2, we have:
By applying current-second balance low to
capacitors C1 and Co, we have:
In this state, the current and delivered power
by battery can be obtained as (22)and(23):
Illustrates switching pattern for each state and
each mode. To fulfill switching operation, a
saw-tooth wave as a carrier is compared with
signals d1, d2, d3 andd4, which can
independently control on state of power
switches. Without considering output voltage
utilized power of each sources PV, SUPER
CAPACITOR and battery can be controlled
using d1, d2, d3 and d4signals. [24]

Current-Flow Path of Operating Modes
In Third Operating State.
(a) Mode 1. (b) Mode 2. (c) Mode 3. (d)
Mode 4.
As shown in this figure, the voltage gain of the
proposed converter is higher than the converter
proposed in [24] . Benefiting from high voltage
gain, the proposed converter achieve the
specific output voltage VO with less duty
cycles in comparison with the converter
proposed in [24]
which increase the efficiency of the proposed
converter. It is worth noting that in this figure,
the inductor resistances are ignored and the
voltage gain is compared in the first operation
mode. Input voltages are also considered the
same.
Output Voltage Waveform
Fig.4.16. Output Wave Form
Battery Waveform
Battery Waveform
. Low-Cost Target Hardware
CONCLUSION
The suggested converter Topology
consists of three level hybrid boost dc-dc
converter and Three phase 5-level DCMLI, In
hybrid boost dc-dc converter, stepup the fuel
cell output voltage with high voltage gain. It
is not only improving the converter’s
performance but also controls the duty ratio to
minimum value. Here, boost inductor, ripple
current and voltage are derived with respect to
converter parameters. The dynamic and steady
state performance of both the capacitors are
verified and voltages across the filtering
capacitors are balanced by the PWM control
technique. The major advantage with this
converter, the voltage across the power

switches is half of the output voltage. The
output of DC voltage is again converted in to
AC by using multilevel inverter. This
converter topology is better for fuel cell based
electric vehicle.
. In the future we can use some other
converter with this super capacitor that may
increase the efficiency and output of the
system.
REFERENCES
[1] A. Ostadi,and M. Kazerani.“Optimal
Sizing of the Battery Unit in a Plug-in
Electric Vehicle,” Vehicular Technology,
IEEE Transactions on, vol.63, no.7, pp.3077-
3084, Sept. 2014.
[2] P. Mulhall , S. M. Lukic , S. G.
Wirashingha , Y.-J. Lee and A.
Emadi"Solarassisted electric auto rickshaw
three wheeler", Vehicular Technology,
IEEE Transactions on, vol. 59, no. 5, pp.2298 -
2307 2010.
[3] H. J. Chiu, and L. W. Lin. “A bidirectional
DC-DC converter for fuel cell electric vehicle
driving system", IEEE Trans. Power Electron.,
vol. 21, no. 4, pp.950 -958, 2006.
[4] T. Markel, M. Zolot, K. B. Wipke, and A.
A. Pesaran. “Energy storage requirements for
hybrid fuel cell vehicles”, 2003, Advanced
Automotive Battery Conf.
[5] S. Miaosen.“Z-source inverter design,
analysis, and its application in fuel cell
vehicles”, Ph.D. dissertation, Michigan State
Univ., East Lansing, USA, 2007.
[6] O. Hegazy, R. Barrero, J. Van Mierlo, P.
Lataire, N. Omar and T. Coosemans. “An
Advanced Power Electronics Interface for
Electric Vehicles
Applications,” IEEE Trans. Power Electron,
Vol. 28, No. 12, pp. 1-14, Dec. 2013.

A NOVEL STEP UP MISO CONVERTER FOR HYBRID ELECTRICAL VEHICLES APPLICATION

More Related Content

What's hot (18)

Similar to A NOVEL STEP UP MISO CONVERTER FOR HYBRID ELECTRICAL VEHICLES APPLICATION (20)

More from IJTRET-International Journal of Trendy Research in Engineering and Technology (20)

Recently uploaded (20)

A NOVEL STEP UP MISO CONVERTER FOR HYBRID ELECTRICAL VEHICLES APPLICATION