Available via license: CC BY-SA 4.0
Content may be subject to copyright.
International Journal of Power Electronics and Drive System (IJPEDS)
Vol. 15, No. 4, December 2024, pp. 2323∼2333
ISSN: 2088-8694, DOI: 10.11591/ijpeds.v15.i4.pp2323-2333 ❒2323
Reconfigurable voltage source inverter for power factor
correction of on-board chargers
Deepa Machadan Unni, Bindu Gopakumar Rajalekshmi
Department of Electrical Engineering, College of Engineering Trivandrum, APJ Abdul Kalam Technological University,
Thiruvananthapuram, India
Article Info
Article history:
Received Jan 21, 2024
Revised May 29, 2024
Accepted Jun 2, 2024
Keywords:
AC-DC rectifier
Bridgeless converter
Light electric vehicle
On-board charger
PFC converter
Voltage source inverter
ABSTRACT
The effectiveness and efficiency of battery chargers are crucial for the perfor-
mance of electric vehicles. The growing demand for electric vehicles warrants
the development of chargers with better power factor, low distortion for the input
current and low total harmonics distortion. An in-depth investigation of differ-
ent configurations of power factor correction converters with the above features
reveals the need for additional circuitry with existing chargers. Hence this paper
focuses on reconfiguring the existing voltage source inverter of the propulsion
motor drive of electric vehicles (EVs) to obtain a power factor correction con-
verter by a novel switching scheme. A bridgeless boost topology is chosen based
on the performance analysis of different power factor correction topologies done
on a MATLAB-Simulink platform. The simulation results prove that the pro-
posed reconfigurable front end converter improves the input current drawn by
the electric vehicle charger and improves the power quality with a low value for
total harmonic distortion of 6.56%. A switching scheme is then developed for
the voltage source inverter to reconfigure it as a bridgeless boost power factor
correction converter. This scheme result in a high value of 0.75 for the com-
ponent utilisation factor thus proving its effectiveness as compared to existing
schemes.
This is an open access article under the CC BY-SA license.
Corresponding Author:
Deepa Machadan Unni
Department of Electrical Engineering, College of Engineering Trivandrum
APJ Abdul Kalam Technological University
Thiruvananthapuram, Kerala 695016, India
Email: deepashibu@cet.ac.in
1. INTRODUCTION
In recent years, the harmful effects of carbon emissions on the environment and human health have
become more evident. This has led to finding alternative and more sustainable forms of transportation. The car-
bon emissions of internal combustion engines contribute to global warming, air pollution, and climate change.
To address these issues, due to the zero emissions and lower operating costs, electric vehicles (EVs) are be-
coming increasingly popular [1]–[3]. As technology advances, the range of EVs is also improving and more
electric vehicle models are being introduced with longer driving ranges, lower operating costs, and government
incentives. These EVs are driven by a motor drive powered by the high power density battery placed inside
the vehicle [4], [5]. In the case of India, a large portion of the vehicle population consists of two and three
wheelers. The batteries of light electric vehicles (LEVs) such as two and three wheelers are charged from the
domestic supply using an on-board charger (OBC) [6], [7].
Journal homepage: http://ijpeds.iaescore.com
2324 ❒ISSN: 2088-8694
EV chargers typically use a cascade combination of a front end AC-DC converter with a full bridge
diode rectifier, which is followed by a DC-DC converter. These conventional chargers draw a highly distorted
input current, thereby producing poor power quality issues, high total harmonics distortion (THD), and low ef-
ficiency. To improve the efficiency of the battery charging, a more realistic EV charger configuration with front
end power factor correction (PFC) stage is essential [8]–[10]. Hence, front end PFC converter cascaded with an
isolated DC-DC converter, which provides a constant voltage and constant current charging characteristics is
required for battery charging. A diode bridge rectifier followed by a DC-DC non-isolated converter like a boost
converter serves the purpose of power factor correction. In a diode bridge rectifier, the voltage stress acting
on the diodes becomes significant due to the high switching frequency of the converter, producing increased
power losses, and reduced converter efficiency [11]–[13]. Hence in recent years, bridgeless converters have
gained attention as PFC converters due to their simple design, fewer switches, and high efficiency [14]–[16].
Various bridgeless configurations derived from basic DC-DC converter topologies such as boost and buck boost
converters have been reported in previous research work. One of the additional advantages of these bridgeless
configurations is that they eliminate the need for a front end diode bridge rectifier [17]–[20]. This paper mainly
focuses on the power quality issues related to the process of EV charging. Moreover, an investigation of a
switching scheme that can reconfigure the existing voltage source inverter of the traction motor drive as a bat-
tery charger will reduce the size of the charger as well as increase power density, which will be cost effective
for LEVs [21]–[23].
From the literature survey, it is observed that in all previous investigations, a simple switching scheme
that integrates battery charging operation into the traction drive is not done. Hence the design and analysis
of a simple switching scheme to reconfigure the brushless direct current (BLDC) motor drive is to be derived
to integrate propulsion and on-board battery charger operations. Considering the technological revolution oc-
curring in the field of light electric vehicles, the design of a high power density, cost effective reconfigurable
converter will be beneficial to future energy needs. A comprehensive study of different bridgeless topologies
will reveal the features of each of these so that the best option can be adopted for front end PFC of OBC. Hence
this paper focuses on the above comparison and a novel switching scheme for reconfiguration of three-phase
voltage source inverter for battery charging is introduced.
This paper presents the basic block diagram of a two Stage OBC in section 2, this section provides an
overview of the basic architecture of a two-stage OBC. The various bridgeless topologies and their principle
of operation are discussed in section 3, it also includes the key components and design equations that need to
be considered during the design process. The proposed switching scheme for the reconfiguration method is
presented in section 4. The experimental verification is discussed in section 5. The performance comparison
between different bridgeless topologies and detailed results and discussions are presented in section 6. The
paper concludes by summarising the findings and discusses the implications of the research in the final, show
in section 7.
2. STATE OF ART OF A TWO STAGE OBC-AN OVERVIEW
EV chargers are classified depending on the type of input power (DC, single phase AC, and three
phase AC), range of power, speed of charging, charging time, and location of charger (on-board, off-board).
Different types of EV charging level specifications in India are given in Table 1 [9], [24]. Level 1 and Level 2
AC chargers can operate from the single phase AC household power supply. LEVs use level 1 on-board charger
(OBC) for battery charging. The type of battery charger decides the lifetime of the battery and its charging time
[25]. The basic architecture of an OBC for LEV application is given in Figure 1.
Table 1. EV charging level specifications in India
Level Supply Voltage (V) Max. power (kW)
Level 1 AC 240 3.5
DC 48 15
Level 2 AC 380-400 22
Level 3 AC 200-1000 43
DC 200-1000 400
The first stage is an AC-DC rectifier with a diode bridge rectifier followed by a Non-isolated DC-
DC converter such as boost converter, buck boost converter, cuk converter, sepic converter, and zeta converter
Int J Pow Elec & Dri Syst, Vol. 15, No. 4, December 2024: 2323–2333
Int J Pow Elec & Dri Syst ISSN: 2088-8694 ❒2325
which serves the function of power factor correction. An isolated DC-DC converter converts the high DC
input voltage to the required level for charging the battery. The major design features of PFC converters are
sinusoidal input current, better pf, low THD, high efficiency, high power density, less number of switches,
and diodes. Unlike the conventional OBC for EVs detailed in this section, bridgeless configuration improves
the efficiency of front end PFC converter. Hence a modified bridgeless topologies derived from conventional
non-isolated PFC converters are discussed in the next section.
Figure 1. Basic architecture of two stage OBC for EVs
3. SINGLE PHASE NON-ISOLATED BRIDGELESS PFC CONVERTERS
Front end diode bridge rectifier and non-isolated DC-DC converter can be replaced with a bridgeless
configuration of AC-DC rectifier, which improves the conversion efficiency. Bridgeless topology is derived
from conventional boost or its derived converters. This section deals with the performance analysis of three
PFC converters with bridgeless topology derived from boost and buck boost converters.
3.1. Bridgeless buck boost converter
The bridgeless buck boost topology is derived from two single-switch buck boost converters operating
in each half cycle of AC input supply as shown in Figure 2. Inductor L1charges through Q1and diode D2and
it discharges through D3in positive half of the supply voltage when Q1in off position. Similarly L2charges
through Q2and diode D1and it discharges through D4in the negative half cycle. The value of inductance
plays a crucial role in determining the mode of operation as either continuous conduction or discontinuous
conduction [26]. Low power application uses discontinuous conduction because it requires less number of
sensors. The design details of the front end bridgeless buck boost converter in discontinuous conduction mode
with an output power of 500 W for an AC input voltage of 230 V and a DC output voltage of 400 V are included
in Table 2.
Figure 2. Bridgeless buck boost converter
Table 2. Design details of bridgeless buck boost converter
Parameters Symbol Design equation Design values
Duty cycle d d=Vdc
Vdc+Vin 0.63
Critical input inductance Licmin Licmin =V2
dcmin(1−d)2
Pmin2fs35 µH
Output capacitor Cdc Cdc =P0/Vdcdes
2ω△Vdc 2200µF
Input filter capacitor Cmax Cmax =Ipeak
ωLVpeak
tan θ330nF
Input filter inductor Lreq Lreq =1
4Cfπ2fc2−Ls1.57 mH
Reconfigurable voltage source inverter for power factor correction of on-board ... (Deepa Machadan Unni)
2326 ❒ISSN: 2088-8694
3.2. Bridgeless Luo converter
Voltage lifting and power factor correction features of Luo converter make it suitable to operate as an
AC-DC rectifier [27]. The circuit diagram of the bridgeless Luo converter is given in Figure 3. By using two
different switches for positive and negative half cycles, it is possible to control the flow of current and rectify
the AC voltage to DC voltage using a bridgeless configuration. Switch Q1, Diodes D1, and D3and inductor L1
and L3are operating in positive cycle. Switch Q2, Diodes D2, and D4and inductor L2and L4are operating
in negative cycle.
In the positive cycle, L1charges through switch Q1and D2and at that time the stored energy in the
intermediate capacitor C1is transferred to L3and Cdc. The current in the output inductor and the DC link
voltage are increased and the voltage across the intermediate capacitor C1decreases. The input side inductor
L1transfers its energy to C1through the diode D3when switch Q1is in off position. The voltage across the
intermediate capacitor increases until the current iL1decreases to zero. The DC link capacitor Cdc supplies
energy to the second stage of OBC. Similarly Q2,L2,L4, diode D4and intermediate capacitor C2are operating
for the negative half cycle to attain the required output. Design values of bridgeless Luo converter are given in
Table 3 [28],[29].
Figure 3. Bridgeless Luo converter
Table 3. Design parameters of bridgeless LUO converter
Parameters Symbols Design equations Design values
Duty cycle d d=Vdc
Vdc+Vin 0.63
Critical input inductance Lic Lic =dmin (1+dmin)Vin
2I0fs40 µH
Intermediate capacitance C12 Cin =C1=C2=dmaxVc
2fsRL(△Vc)/20.44µF
Intermediate inductance L012 L0,1,2=dmaxI0
16f2
sCin(△I0)/21.78 mH
Output capacitor Cdc Cdc =I0
2ωL(△Vdcmin)2200µF
3.3. Bridgeless boost converter
The front end AC-DC rectifier using bridgeless dual boost (bridgeless boost) configuration is given in
Figure 4. During the positive and negative cycles of the sinusoidal AC input voltage, Q1and Q2are switched on
respectively. Boost inductor charges from the main supply through Q1and body diode Q2during the positive
cycle. The stored energy of the inductor is discharged to the output capacitor through D3and body diode Q2.
Inductor charges in the opposite direction for the negative cycle through Q2and body diode of Q1. Boost
inductor discharges through D4and body diode Q1during the negative cycle. Only a single PWM gate pulse
is enough to control the operation of both switches. High operating efficiency can be attained for low power
applications and high power applications bridgeless interleaved boost converter is used.
Table 4 shows the designed values of the bridgeless boost converter with an output power of 500 W for
an AC input voltage of 230 V, DC output voltage of 400 V, ripple voltage of 5% and ripple current of 10%. The
detailed analysis of the different converter topologies reveal that a reconfigurable scheme can be implemented
only in the case of a bridgeless boost converter. This is because the components used in this converter are so
connected that they match the structure of VSI, which makes it easier for the switching operation.
Int J Pow Elec & Dri Syst, Vol. 15, No. 4, December 2024: 2323–2333
Int J Pow Elec & Dri Syst ISSN: 2088-8694 ❒2327
Figure 4. Bridgeless dual boost converter
Table 4. Design specification of bridgeless boost converter
Parameters Symbols Design equations Design values
Dutycycle d d=Vdc −Vin
Vdc 0.425
Current Ibase Ibase =Pbase
Vbase 2.08 A
Switching frequency fs20 kHz
Inductance L L=V1n×D
△iL×fs9 mH
Capacitance CrL=Io×D
△Vout×fs1300 µF
4. PROPOSED RECONFIGURATION METHOD
A bridgeless boost PFC topology is realised by the reconfiguration of the propulsion motor drive as
shown in Figure 5. Relay contactors (K1-K5) are used to disconnect VSI from the input battery and output
propulsion motor for the charging operation. Since the contactors are operating for reconfiguration with zero
current switching, fast switching devices are not required for this application instead of contactors. There are
two operating modes for VSI based on the switching of relays. Propulsion mode: for the propulsion mode of
operation, relays are in a normally closed (NC) position. K1 and K2 connect the VSI to the input battery side.
K3, K4, and K5 connect the output of VSI to the traction motor side. The switching operation of VSI depends
on the type of traction motor drive. The operation of switches VSI for a typical motor (BLDC motor) used in
LEVs is given in Table 5.
Reconfiguration mode: the reconfiguration of VSI as an OBC is realised by energising the relay coil
with an external pulse so that the coils move to the normally open (NO) position. Contactors at the normally
open position, VSI is disconnected from the battery and the first two arms act as a bridgeless configuration and
are connected to single phase AC supply using the relay contactors K3 and K4. Now VSI is reconfigured to
act as front end bridgeless converter followed by a DC-DC converter for the battery charger. The switching
operation is given in Table 6. The detailed mode of operation of VSI as a bridgeless PFC converter is given in
Figure 6. The next section deals with the details of the experimental setup of the proposed method.
Figure 5. Reconfigurable VSI
Reconfigurable voltage source inverter for power factor correction of on-board ... (Deepa Machadan Unni)
2328 ❒ISSN: 2088-8694
Table 5. Switching states of VSI (propulsion mode)
Sector Q1 Q2 Q3 Q4 Q5 Q6
I 011000
II 001100
III 000110
IV 000011
V 100001
VI 110000
Table 6. Switching states of first two legs of VSI
(reconfiguration mode)
Input half cycle Switch state (ON) Switch state (OFF)
Positive Figure 6(a) Q4,D6 Q1,Q3,Q6
Positive Figure 6(b) D1, D6 Q1,Q3,Q6,Q4
Negative Figure 6(c) Q6,D4 Q1,Q3,Q4
Negative Figure 6(d) D3, D4 Q1,Q3,Q6,Q4
Figure 6. Modes of operation bridgeless dual boost converter: (a) positive half-cycle (Q4 and body diode of
Q6 active), (b) positive half cycle (body diode of Q1 and body diode of Q6 conduction), (c) negative half-cycle
(Q6 and body diode of Q4 active), and (d) negative half-cycle (body diode of Q3 and body diode of Q4)
5. EXPERIMENTAL VALIDATION
The experimental setup of a front end AC-DC rectifier using bridgeless dual boost topology is shown
in Figures 7. A 750 W, 48 V BLDC motor is used as a traction motor for the experimental setup. Table 7
provides the specifications of the major components for the experimental setup. The voltage source inverter
used as a traction motor drive is reconfigured to obtain a bridgeless dual boost converter. The first two legs of
VSI act as AC -DC rectifier. PWM signal to control the switches is to be generated in synchronising with the
input AC power supply.
Table 7. Major components for experimental setup
Item Type/ specification
Li-ion battery 48 V, 24 Ah
Relay coil Form 1C 30 A
Resonant controller dsPIC33fJ32MC202
Power MOSFET 500 V, 30 A
Driver IC IR2110
Triangular generator IC 7038
Comparator IC 741C
Optocoupler PC817
The PWM generator circuit is shown in Figure 8. To generate PWM gating signals synchronised with
the input AC power supply, Supply voltage is stepped down to 6 V and rectified using a precision rectifier.
To control the modulation, the voltage gain of the rectified signal is varied by using an amplifier circuit. A
triangular carrier signal is generated using function generator IC8038 and is compared with line synchronised
Int J Pow Elec & Dri Syst, Vol. 15, No. 4, December 2024: 2323–2333
Int J Pow Elec & Dri Syst ISSN: 2088-8694 ❒2329
rectified sine wave to obtain the PWM signal using a comparator circuit. The line synchronised PWM signals
are applied to the driver circuit with IR2110 and its output signal is used to drive the MOSFETs. VSI driver
circuit using IR2110 can be used as the driver for the front end rectifier also. Hence additional driver circuit is
not required. The reconfiguration and relay energisation steps are given in the flowchart shown in Figure 9.
Figure 7. Hardware set up of bridgeless dual converter
Figure 8. Control circuit to generate PWM signal for dual boost
converter
Figure 9. Relay energisation and
steps for reconfiguration method
6. RESULTS AND DISCUSSION
In this paper, a detailed analysis of different bridgeless topologies is attempted as a first step and
a comparison of these topologies with conventional diode bridge rectifiers with boost converters is done by
simulation. The simulations are performed using the MATLAB-Simulink platform. As the next step, an exper-
imental set up is made in which the selected converter topology is used. The following subsection deals with
the results and its analysis.
6.1. Simulation results
The performance comparison of bridgeless topologies using simulation is presented in Figures 10(a)-
10(d). It may be noted that the current distortion and thereby THD is high in the case of a conventional
diode bridge rectifier with boost PFC converter, though reconfigurable. In the case of the bridgeless buck
boost converter value of THD is low, but does not meet the requirements of IEC 61851 for charging EVs.
Bridgeless Luo and bridgeless boost PFC converters provide comparable results with respect to their input
current distortion characteristics and THD values.
It is clear from the comparison provided in Table 8 that the value of THD in the case of bridgeless
Luo and bridgeless boost converters is low. Nevertheless, the bridgeless boost topology is chosen for further
work, since it has the provision for the reconfiguration, which is the key requirement for the proposed scheme.
Reconfigurable voltage source inverter for power factor correction of on-board ... (Deepa Machadan Unni)
2330 ❒ISSN: 2088-8694
Moreover, a high value of 0.98 is obtained as the power factor as determined from the simulation result which
is also an additional benefit of the selected topology.
Figure 10. AC supply voltage and input current waveforms of PFC converter: (a) conventional diode bridge
rectifier with boost converter, (b) bridgeless buck boost, (c) bridgeless Luo, and (d) bridgeless boost
Table 8. Comparison between different converters used for front end PFC
Topology No. of switches No. of diodes No. of inductors Bridgeless Reconfigurable THD (%)
Diode bridge rectifier + boost 1 5 1 No Yes 51.33
Bridgeless buck boost 2 4 2 Yes No 11.84
Bridgeless Luo 4 4 2 Yes No 6.62
Bridgeless boost 2 2 2 Yes Yes 6.56
Int J Pow Elec & Dri Syst, Vol. 15, No. 4, December 2024: 2323–2333
Int J Pow Elec & Dri Syst ISSN: 2088-8694 ❒2331
6.2. Experimental results
The novel switching scheme proposed in section 4 is experimentally validated also. Figures 11(a)-
11(b) shows the output of PWM signal generated from the comparator by comparing the sinusoidal signal
with a triangular waveform. It produces PWM signals with constant switching frequency and variable pulse
width depending on the variation in amplitude of the sinusoidal waveform. Figures 12(a)-12(b) shows the
input current drawn by a conventional AC-DC rectifier using a diode bridge rectifier with a capacitor filter and
the input current drawn by front end bridgeless boost PFC converter. The conventional circuit draws a peaky
current and the waveform is non sinusoidal. But the bridgeless boost PFC converter draws an input current of
sinusoidal in nature and reduces the distortion. This is an added advantage of using bridgeless boost converter.
Another merit of the selected converter topology is revealed by the factor named component utilisation
factor (CUF), which is clear from Table 9. The utilisation factor of components measures the effectiveness of
the reutilisation scheme and is used to compare the proposed integrated scheme with the existing schemes
in literature. CUF of components is defined as the ratio of the minimum number of required components
under the reconfiguration scheme to the actual number of components required. The higher value of CUF
for both charging and propulsion modes with less number of switches for the proposed scheme is due to
the reconfiguration of VSI, thereby reducing the number of components used. The reutilisation of VSI to
integrate the battery charging operation also increases the power density and reduces the volume by reducing
the number of switching devices. The major significance of the investigation provided in the paper is that based
on the elaborate comparison of THD, CUF, and flexibility to reconfigure different converters, the best option is
selected, so as to use it for different modes of operation of LEVs.
Figure 11. Control signals of front end AC-DC converter: (a) sinusoidal input, triangular carrier signal, and
gate signals for lower MOSFETs from the comparator and (b) gate signals from the driver circuit, output of
optocoupler
Figure 12. Input current drawn by the AC-DC converter: (a) waveform of input current drawn by conventional
AC-DC rec tifier and (b) waveform of input current drawn by bridgeless boost AC-DC rectifier
Reconfigurable voltage source inverter for power factor correction of on-board ... (Deepa Machadan Unni)
2332 ❒ISSN: 2088-8694
Table 9. Comparison of CUF of proposed integrated scheme with the other schemes available in recent
research
Method No.of switches No.of switches Total No.of CUF CUF
(charging) (propulsion) switches (charging) (propulsion)
Scheme 1 [23] 16 12 16 1 0.75
Scheme 2 [30] 8 6 10 0.8 0.6
Scheme 3 [31] 21 6 21 1 0.29
Scheme 4 [32] 12 8 12 1 0.66
Proposed 8 6 8 1 0.75
7. CONCLUSION
An efficient and effective on-board battery charger is one of the main components in LEVs. The
easiness of control, high power density, an improved front end power quality and input supply power factor
enhance the performance of the overall system. Moreover, this leads to increased reliability and makes it more
cost effective. A comprehensive study of different topologies of front end converters like conventional diode
bridge rectifiers with boost, bridgeless buck boost, bridgeless Luo and bridgeless boost used for front end PFC
in OBC is presented in this paper. A bridgeless boost PFC converter is selected owing to its obvious merits,
as discussed based on the results obtained from the simulation. A novel switching scheme is also proposed,
whereby the existing VSI is reconfigured into a PFC converter for battery charging mode so that the number
of additional circuit elements is reduced. The front end power factor (0.98) and THD (6.56%) are improved
to values as specified by IEC 61851 for charging EVs. The high value of the utilisation factor (0.75) with
less number of switches also proves the significance of the proposed method. The experimental validation is
also presented. As a future scope, a control for automatic switching from propulsion to charging modes can
be developed, so as to make human intervention minimum in EVs. The feasibility of a bridgeless interleaved
boost converter for high power applications with an additional reconfiguration circuit may also be investigated.
REFERENCES
[1] S. Krishnamoorthy and P. P. K. Panikkar, “A comprehensive review of different electric motors for electric vehicles ap-
plication,” International Journal of Power Electronics and Drive Systems (IJPEDS), vol. 15, no. 1, pp. 74–90, 2024,
doi:10.11591/ijpeds.v15.i1.pp74-90.
[2] X. Sun, Z. Li, X. Wang, and C. Li, “Technology development of electric vehicles: A review,” Energies, vol. 13, no. 1, p. 90, 2019,
doi:10.3390/en13010090.
[3] M. Ehsani, K. V. Singh, H. O. Bansal, and R. T. Mehrjardi, “State of the art and trends in electric and hybrid electric vehicles,”
Proceedings of the IEEE, vol. 109, no. 6, pp. 967–984, 2021, doi:10.1109/JPROC.2021.3072788.
[4] A. K. Nayak, B. Ganguli, and P. M. Ajayan, “Advances in electric two-wheeler technologies,” Energy Reports, vol. 9, pp.
3508–3530, 2023, doi:10.1016/j.egyr.2023.02.008.
[5] A. E. Aliasand and F. Josh, “Selection of motor for an electric vehicle: A review,” Materials Today: Proceedings, vol. 24, pp.
1804–1815, 2020, doi:10.1016/j.matpr.2020.03.605.
[6] B. Al-Hanahi, I. Ahmad, D. Habibi, and M. A. S. Masoum, “Charging infrastructure for commercial electric vehicles: Challenges
and future works,” IEEE Access, vol. 9, pp. 121476–121492, 2021, doi:10.1109/ACCESS.2021.3108817.
[7] O. N. Nezamuddin, C. L. Nicholas, and E. C. d. Santos, “The problem of electric vehicle charging: State-of-the-art and
an innovative solution,” IEEE Transactions on Intelligent Transportation Systems, vol. 23, no. 5, pp. 4663–4673, 2022,
doi:10.1109/TITS.2020.3048728.
[8] A. Burkert and B. Schmuelling, “Comparison of two power factor correction topologies on conducted emissions in wireless
power transfer systems for electric vehicles,” in 2021 IEEE Vehicle Power and Propulsion Conference (VPPC), 2021, pp. 1–6,
doi:10.1109/VPPC53923.2021.9699216.
[9] S. S. Sayed and A. M. Massoud, “Review on state-of-the-art unidirectional non-isolated power factor correction converters for
short-/long-distance electric vehicles,” IEEE Access, vol. 10, pp. 11308–11340, 2022, doi: 10.1109/ACCESS.2022.3146410.
[10] M. Bharathidasan and V. Indragandhi, “Review of power factor correction (pfc) AC/DC-DC power electronic converters for electric
vehicle applications,” in IOP Conference Series: Materials Science and Engineering, vol. 906, no. 1. IOP Publishing, 2020, p.
012006, doi: 10.1088/1757-899X/906/1/012006.
[11] R. Patil and R. T. Ugale, “Comparative study of single-phase power factor correction topologies for electric vehicle battery charger
based on boost converter,” in 2022 IEEE Conference on Interdisciplinary Approaches in Technology and Management for Social
Innovation (IATMSI), 2022, pp. 1–5, doi:10.1109/IATMSI56455.2022.10119337.
[12] C. A. Sam and V. Jegathesan, “Bidirectional integrated on-board chargers for electric vehicles—a review,” S¯adhan¯a, vol. 46, no.
1, p. 26, 2021, doi: 10.1007/s12046-020-01556-2.
[13] E. Compatibility, “Limits for harmonic current emissions (equipment input current 16a per phase),” IEC Standard IEC, pp. 61
000–3, 2006.
[14] R. Pandey and B. Singh, “A power factor corrected resonant ev charger using reduced sensor based bridgeless boost pfc converter,”
IEEE Transactions on Industry Applications, vol. 57, no. 6, pp. 6465–6474, 2021, doi: 10.1109/TIA.2021.3106616.
Int J Pow Elec & Dri Syst, Vol. 15, No. 4, December 2024: 2323–2333
Int J Pow Elec & Dri Syst ISSN: 2088-8694 ❒2333
[15] M. A. M. Noh, M. R. Sahid, T. K. Fei, and R. Lakshmanan, “Small-signal analysis of a single-stage bridgeless boost half-bridge
AC/DC converter with bidirectional switch,” International Journal of Power Electronics and Drive Systems(IJPEDS), vol. 12, no. 4,
pp. 2358–2371, 2021, doi:10.11591/ijpeds.v12.i4.pp2358-2371.
[16] R. Meena Devi and L. Premalatha, “Analysis of bridgeless converter model for power factor correction,” Computers & Electrical
Engineering, vol. 87, p. 106785, 2020, doi:10.1016/j.compeleceng.2020.106785.
[17] S. MaryAntony and G. Immanuel, “A novel single phase bridgeless AC/DC PFC converter for low total harmonics distortion
and high power factor,” International Journal of Power Electronics and Drive Systems(IJPEDS), vol. 9, no. 1, pp. 17–24, 2018,
doi:10.11591/ijpeds.v9.i1.pp17-24.
[18] S. Haghbin, S. Lundmark, M. Alakula, and O. Carlson, “Grid-connected integrated battery chargers in vehicle applications: Review
and new solution,” IEEE Transactions on Industrial Electronics, vol. 60, no. 2, pp. 459–473, 2012, doi: 10.1109/TIE.2012.2187414.
[19] M. U, Deepa and G. R, Bindu, “A novel switching scheme for regenerative braking and battery charging for BLDC motor drive
used in electric vehicle,” in 2020 IEEE International Power and Renewable Energy Conference, 2020, pp. 1–6, doi: 10.1109/IPRE-
CON49514.2020.9315226.
[20] T. Sutikno and S. Padmanabhan, “Integrated motor drive for vehicle electrification: a step toward a more sustainable and efficient
transportation system,” International Journal of Power Electronics and Drive Systems(IJPEDS), vol. 14, no. 2, pp. 649–652, 2023,
doi:10.11591/ijpeds.v14.i2.pp649-652.
[21] T. Payarou and P. Pillay, “Integrated multipurpose power electronics interface for electric vehicles,” IEEE Transactions on Trans-
portation Electrification, vol. 9, no. 2, pp. 2429–2443, 2023, doi:10.1109/TTE.2022.3209098.
[22] A. K. Gautam, M. Tariq, J. P. Pandey, K. S. Verma, and S. Urooj, “Hybrid sources powered electric vehicle con-
figuration and integrated optimal power management strategy,” IEEE Access, vol. 10, pp. 121 684–121 711, 2022,
doi:10.1109/ACCESS.2022.3217771.
[23] S. Semsar, T. Soong, and P. W. Lehn, “On-board single-phase integrated electric vehicle charger with v2g functionality,” IEEE
Transactions on Power Electronics, vol. 35, no. 11, pp. 12 072–12 084, 2020, doi:10.1109/TPEL.2020.2982326.
[24] J. Johnson, T. Berg, B. Anderson, and B. Wright, “Review of electric vehicle charger cybersecurity vulnerabilities, potential impacts,
and defenses,” Energies, vol. 15, no. 11, p. 3931, 2022, doi:10.3390/en15113931.
[25] S. Hemavathi and A. Shinisha, “A study on trends and developments in electric vehicle charging technologies,” Journal of energy
storage, vol. 52, p. 105013, 2022, doi:10.1016/j.est.2022.105013.
[26] V. Bist and B. Singh, “An adjustable-speed PFC bridgeless buck–boost converter-fed BLDC motor drive,” IEEE Transactions on
Industrial Electronics, vol. 61, no. 6, pp. 2665–2677, 2013, doi: 10.1109/TIE.2013.2274424.
[27] M. U, Deepa and G. R, Bindu, “Performance analysis of BLDC motor drive with power factor correction scheme,” in
2016 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES). IEEE, 2016, pp. 1–5,
doi:10.1109/PEDES.2016.7914255.
[28] B. Singh, V. Bist, A. Chandra, and K. Al-Haddad, “Power factor correction in bridgeless-Luo converter-fed BLDC motor drive,”
IEEE Transactions on Industry Applications, vol. 51, no. 2, pp. 1179–1188, 2014, doi: 10.1109/TIA.2014.2344502.
[29] J. Gupta and B. Singh, “Bridgeless isolated positive output Luo converter based high power factor single stage charging
solution for light electric vehicles,” IEEE Transactions on Industry Applications, vol. 58, no. 1, pp. 732–741, 2021, doi:
10.1109/TIA.2021.3131647.
[30] C. Shi, Y. Tang, and A. Khaligh, “A single-phase integrated onboard battery charger using propulsion system for plug-in electric
vehicles,” IEEE Transactions on Vehicular Technology, vol. 66, no. 12, pp. 10 899–10 910, 2017, doi: 10.1109/TVT.2017.2729345.
[31] C. Shi and A. Khaligh, “A two-stage three-phase integrated charger for electric vehicles with dual cascaded control strategy,” IEEE
Journal of Emerging and Selected Topics in Power Electronics, vol. 6, no. 2, pp. 898–909, 2018, doi: 10.1109/TPEL.2017.2727398.
[32] O. Hegazy, J. Van Mierlo, and P. Lataire, “Control and analysis of an integrated bidirectional DC/AC and DC/DC convert-
ers for plug-in hybrid electric vehicle applications,” Journal of Power Electronics, vol. 11, no. 4, pp. 408–417, 2011, doi:
10.6113/JPE.2011.11.4.408.
BIOGRAPHIES OF AUTHORS
Deepa Machadan Unni is an assistant professor in the Department of Electrical Engineer-
ing, College of Engineering Trivandrum, Kerala, India. She received her B.Tech. degree in Electrical
and Electronics Engineering from Calicut University, Kerala in 2005, her M.Tech. degree in Indus-
trial Drives and Control from M G University, Kerala in 2010 and currently doing Ph.D. at University
of Kerala, India. Her research interests include power electronics, motor drives, and electric vehicles.
She can be contacted at email: deepashibu@cet.ac.in.
Bindu Gopakumar Rajalekshmi is a former principal of Government Engineering Col-
lege Thrissur, Kerala, India. She also served as head of the Department of the Department of Elec-
trical Engineering and the dean of the College of Engineering Trivandrum, Kerala, India. She has a
teaching experience of 30 years in various engineering colleges in Kerala, India. She has more than
125 research publications to her credit, with more than 1000 citations as per Google Scholar metrics.
Her research areas include control of electrical machines, electromagnetics, and soft computing. She
can be contacted at email: bgr@cet.ac.in.
Reconfigurable voltage source inverter for power factor correction of on-board ... (Deepa Machadan Unni)
