A novel integrated converter for electric vehicles (EVs) is proposed in this work. For battery charging operation, the proposed converter system enables a complementary deployment of the utility grid and a solar photovoltaic (PV) system. Since both sources (acting one at a time) utilize the same converter, the developed charging system therefore has a smaller number of components. In addition, an inductor voltage detection (IVD) technique has been incorporated to correct the power factor in continuous conduction mode (CCM), which eliminates the need for a current sensor for power factor correction (PFC). The proposed system operates for all the modes required for an EV e.g., charging, propulsion (PRN) and regenerative braking (RBG). In charging mode (with either grid or solar PV), the proposed system operates as an isolated secondary ended primary inductance converter (SEPIC) converter. In PRN and RBG modes, it operates as a boost converter and a buck converter, respectively. Details of all these modes are described in the paper, along with the design of the components. In addition, results of simulation and experimental studies are presented for a 1 kW set-up based on the proposed configuration. A comparison with other topologies shows the techno-economic competence of the proposed system.

A single‐stage‐based integrated power electronic converter has been proposed for plug‐in electric vehicles (PEVs). The proposed converter achieves all modes of vehicle operation, i.e. plug‐in charging, propulsion and regenerative braking modes with wide voltage conversion ratio ( M ) [ M < 1 as well as M > 1] in each mode. Therefore, a wide variation of battery voltage can be charged from the universal input voltage (90–260 V) and allowing more flexible control for capturing regenerative braking energy and dc‐link voltage. The proposed converter has least components compared to those existing converters which have stepping up and stepping down capability in all modes. Moreover, a single switch operates in pulse width modulation in each mode of converter operation hence control system design becomes simpler and easy to implement. To correctly select the power stage switches, a loss analysis of the proposed converter has been investigated in ac/dc and dc/dc stages. Both simulation and experimental results are presented to validate the operation of the converter.

In this research work, a multipurpose power electronic interface (PEI) competent of utilising dual sources during charging process has been proposed for plug‐in electric vehicles. Based on the requirement, the battery can either be charged from solar photovoltaic (SPV) or from the grid. Moreover, when charged from an SPV source, converter can extract highest available power with maximum power point tracking (MPPT). The intrinsic novelty of the proposed PEI is that no additional components/switches are employed to achieve dual sources in charging or for MPPT. The proposed PEI consists of a converter derived from a conventional isolated secondary ended primary inductance converter (SEPIC). It is designed to operate effectively in all vehicular modes (charging, propulsion (PP) and regenerative braking (RB)). During battery charging from the grid and SPV, it operates as isolated SEPIC. While, in PP and RB, it operates as a flyback converter. Therefore, the proposed converter keeps isolation in each mode, which results in better safety for battery as well as vehicle users. Further, all vehicular modes are achieved through a single converter. As a result, compactness of the charger increases and making it best solution for on‐board battery charging application.

This paper proposes a Zeta-derived non-isolated single-stage power electronic interface for on-board application of plug-in electric vehicles, which provides all modes (plug-in charging, propulsion, and regenerative braking) of vehicle operation. In addition, the proposed converter can charge the battery through universal input voltage range, i.e., 90–260 V due to buck/boost operations in plug-in charging mode. In propulsion and regenerative braking modes, the proposed converter operates as conventional boost and buck DC/DC converter, respectively. Compared to existing single-stage converters, the proposed converter has least components to those converters which have buck/boost operation in plug-in charging mode. A voltage/current stresses and loss analysis of the converter have been investigated for each mode of converter operation. Detailed simulation and experimental results are given to show the effectiveness of the proposed converter.

This study presents a newly integrated converter for plug‐in electric vehicles. The proposed structure achieves various modes of vehicle operation (plug‐in charging or power factor correction (PFC), propulsion and regenerative braking). Moreover, a non‐linear carrier control method is used for PFC operation which saves the voltage sensor requirement for continuous conduction mode of operation. Reduction of feedback circuitry enhances the compactness of the converter, making it more suitable for on‐board charger. Stress and loss analyses and selection of passive components of the converter have been investigated for each mode. Simulation and experimental results show the validity of the proposed converter.

In this research, a new power converter has been presented for plug-in electric vehicle applications, which is derived from the conventional secondary ended primary inductance converter (SEPIC). The proposed converter operates for all modes of vehicles [plug-in charging mode (PCM), propulsion mode (PM) and regenerative braking mode (RBM)] with high voltage conversion ratio. The proposed structure operates as a SEPIC in PCM and as a conventional single switch buck/boost converter in PM and RBM. Therefore, universal voltage range, i.e., 85–265 V can be used to charge the battery as well as dc-link voltage can be varied in wide range. A comparative study of the proposed converter has been investigated with existing integrated converters. Furthermore, an analytical loss analysis of the semiconductor devices has been investigated to select the power stage switches as well as efficiency calculation of the converter in each mode. The proposed concept is validated through strong simulation and hardware results.