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A HYBRID CASCADED MULTILEVEL CONVERTER FOR BATTERY MANAGEMENT APPLIED IN ELECTRIC VEHICLES
CONTENTS
Abstract I
List of Figures II
List of Tables III
CHAPTER 1 INTRODUCTION 6
1.1 Introduction 7
1.2 Motivational & Objective of the Thesis 8
1.3 Organization of Thesis 8
1.4 History of Electric Vehicles 9
1.5 Literature Review 9
1.5.1 Battery Management in Electric Vehicles
1.5.2 Battery Recharging System
CHAPTER 2 Multilevel Voltage source converters 14
2.1 Multilevel voltage source converters 15
2.1.1 Diode clamped Multilevel converter 16
2.1.2 Capacitor clamped multilevel converter 17
2.1.3 Cascaded H-Bridge 18
CHAPTER 3 Control Techniques of a Multilevel Converter 20
3.1 Control techniques of a multilevel converter 21
3.2 Half bridge Converter 22
3.3 AC-DC Converters 25
3.3.1 Half-wave Rectifier 26
3.3.2 Full-wave rectifier 26
3.4 Topology of a Hybrid cascaded multilevel converter 27
3.4.1 Mosfet 27
3.5 Loss Analysis of multilevel converter 30
3.6 Charging Methods 33
3.7 Current Technique Control Scheme for Battery Charging 34
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CHAPTER 4 Introduction To MATLAB 35

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USHA RAMA COLLEGE OF ENGINEERING & TECHNOLOGY E E E DEPARTMENT

CHAPTER 5 Proposed Hybrid Cascaded Multilevel Converter

for Battery management Applied in electric vehicles 41
CHAPTER 6 Simulation Results 46
6.1 Simulation Results

CHAPTER 7 Conclusion 49
7.1 Conclusion / Future Scope

REFERENCES 53
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LIST OF FIGURES
1.1 Battery management in electric vehicle.

1.2 Charging system of electric vehicle.
1.3 Charging of a battery.
1.4 Operating energy flow.
2.1 Diode clamped multilevel converter.
2.2 Capacitor clamped multilevel converter.
2.3 Hybrid cascaded multilevel converter.
3.1 Basic frequency modulation.
3.2 Half bridge circuit.
3.3 Traditional power storage system.
3.4 Half wave rectifier.
3.5 Full wave rectifier.
3.6 Three phase hybrid cascaded multilevel converter.
3.7 Basic diagram of MOSFET.
3.8 Symbol of MOSFET.
3.9 Output voltage and current of battery cell.
3.10 DC bus voltage output by the cascaded H-bridge.
3.11 comparison of switching loss of the proposed circuit and the traditional one.
3.12 Charging circuit of a battery with DC source.
3.13 Current control scheme of a battery charging.
3.14 Carrier waves during charging.
4.1 Diagram of mat-lab Simulink library
4.2 Simulink Library Browser
4.3 Model Window.
4.4 output
4.5 Auto scaled output.
4.6 Configuration Parameters of a window
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5.1 Hybrid cascaded multilevel converter for battery energy management applied in electric
vehicle.
5.2 Subsystem of each phase multilevel converter.
5.3 Parameters of a squirrel cage synchronous motor.
6.1 Hybrid cascaded multilevel converter with motor case.
6.2 Stator current output of the motor.
6.3 Triphase output voltage of multilevel converter
6.4 Output voltage during motor acceleration
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Abstract :
In electric vehicle (EV) energy storage systems, a large number of battery cells are
usually connected in series to enhance the output voltage for motor driving. The difference in
electro-chemical characters will cause state-of-charge (SOC) and terminal voltage imbalance
between different cells.
In this project, a hybrid cascaded multi-level converter which involves both battery
energy management and motor drives is proposed for EV. In the proposed topology, each
battery cell can be controlled to be connected into the circuit or to be bypassed by a half-bridge
converter.
All half-bridges are cascaded to output a staircase shape DC voltage.Then an H-bridge

converter is used to change the direction of the dc bus voltages to make up AC voltages. The
outputs of the converter are multi-level voltages with less harmonics and lower dv/dt, which is
helpful to improve the performance of the motor drives.By separate control according to the
SOC of each cell, the energy utilization ratio of the batteries can be improved.
The imbalance of terminal voltage and SOC can also be avoided,fault-tolerant can be
easily realized by modular cascaded circuit,so the life of the battery stack will be extended.
Simulation and experiments are implemented to verify the performance of the proposed
converter.
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CHAPTER 1
INTRODUCTION
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1.1 INTRODUCTION
An energy storage system plays an important role in electric vehicles (EV),Batteries
such as lead-acid or lithium batteries, are the most popular units because of their appropriate
energy density and cost.In the (EV) electrical vehicles energy storage system plays a crucial
role. Normally, in electrical vehicles large number of cells connected in series to increase the
output voltage for driving motor. Battery cells will have different electro-chemical
characteristics which cause the difference in terminal voltage (or) state of charge (SOC)
imbalances between the each cell.
This project has a cascaded multilevel converter which involves in both management
of energy and motor drives proposed for electric vehicles.In electric vehicle (EV) energy
storage systems,a large number of battery cells are usually connected in series to enhance the
output voltage for motor driving. The difference in electro-chemical characters will cause state-
of-charge (SOC) and terminal voltage imbalance between different cells. In this Project, a
hybrid cascaded multilevel converter which involves both battery energy management and
motor drives is proposed for Electric Vehicles(EV).In the proposed topology, each battery cell
can be controlled to be connected into the circuit or to be bypassed by a half-bridge
converter.All half-bridges are cascaded to output a staircase shape dc voltage. Then, a H-bridge
converter is used to change the direction of the dc bus voltages to make up ac voltages. The
outputs of the converter are multilevel voltages with less harmonics and lower dv/dt, which is
helpful to improve the performance of the motor drives. By separate control according to the
SOC of each cell, the energy utilization ratio of the batteries can be improved.
The imbalance of terminal voltage and SOC can also be avoided, fault-tolerant can be
easily realized by modular cascaded circuit, so the life of the battery stack will be extended.
Simulation and experiments are implemented to verify the performance of the proposed
converter.
The benefits of EV emerge from these vehicles’ capability of sustaining their energy
demands through electric grid rather than fossil fuel consumption. Well- to-Wheel studies have
shown that electric drive (E-drive) offers the highest fuel efficiency and consequently the
lowest emission of green house gases.Consequently, it is crucial to further optimize the electric-
drive mode for EV. Battery capacity should be designed to allow EV drivers reach their
destination while avoiding unnecessary stops to recharge their vehicles.However, this
additional battery capacity would impact the vehicle’s space, weight and cost. In view of these
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limitations, we propose integrating EV’s with the vision of Intelligent Transportation Systems
(ITS).
1.2 MOTIVATION & OBJECTIVE OF THE THESIS :

The Main Objective Of this project is that each battery cell can be controlled to
be connected into the circuit or to be bypassed by a half-bridge converter which can reduce the
effect by a separate control according to the SOC of each cell, the energy utilization ratio of
the batteries can be improved. The imbalance of terminal voltage and SOC can also be avoided,
fault-tolerant can be easily realized by modular cascaded circuit, so the life of the battery stack
will be extended.
1.3 ORGANIZATION OF THE THESIS :

The thesis is organized in 5 chapters in which each chapter has its own way of
describing & analyzing the fundamentals of work followed by the therotical,experimental
&simulation results reveals the lubricity of work.
CHAPTER - 1 : This chapter deals with the basic introduction of the work & literature review
on the electric vehicles & battery management system.It also includes the organization of the
thesis work.
CHAPTER - 2 : It gives a brief introduction to multilevel converters used in electric vehicles

and types of converters which are available presently .
CHAPTER - 3 :This chapter deals with the control techniques & loss analysis of a H-bridge
& multilevel converters utilized in the project.
CHAPTER - 4 : It gives a brief introduction to Matlab Simulink..
CHAPTER - 5 : This chapter deals with proposed cascaded H-Bridge multilevel converter
with mat-lab simulink library
CHAPTER - 6 : Simulation results of the project
CHAPTER - 7 : Conclusion
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1.4 HISTORY Of ELECTRIC VEHICLES:
Electric vehicles first appeared in the mid-19th century. An electric vehicle held
the vehicular land speed record until around 1900.
The high cost, low top speed, and short range of battery electric vehicles, compared to
later internal combustion engine vehicles, led to a worldwide decline in their use; although
electric vehicles have continued to be used in the form of electric trains and other niche
uses.Electric cars didn’t have any of the issues associated with steam or gasoline.They were
quiet, easy to drive and didn’t emit a smelly pollutant like the other cars of the time.Electric
cars quickly became popular with urban residents,they were perfect for short trips around the
city, and poor road conditions outside cities meant few cars of any type could venture farther.
as more people gained access to electricity in the 1910s, it became easier to charge electric
cars.
1.5 LITERATURE REVIEW

1.5.1. BATTERY MANAGEMENT ELECTRIC VEHICLES(BMEV) :
The battery management system Battery Management System (BMS) is a critical
component of electric and hybrid electric vehicles. The purpose of the BMS is to guarantee
safe and reliable battery operation.To maintain the safety and reliability of the battery, state
monitoring and evaluation, charge control, and cell balancing are functionalities that have been
implemented in BMS.An electro-chemical product, a battery acts differently under different
operational and environmental conditions.
The uncertainty of a battery's performance poses a challenge to the implementation of

these functions. This paper addresses concerns for current Battery Management System (BMS).
State evaluation of a battery, including state of charge, state of health, and state of life, is a
critical task for a BMS. Through reviewing the latest methodologies for the state evaluation of
batteries, the future challenges for BMS’s are presented and possible solutions are proposed as
well.In the past several decades, internal combustion engine vehicles (ICEV) have experienced
continuous improvement in fuel performance, vehicle control and safety measures.
However, efficiency of the internal combustion engine (ICE) remains relatively low -
at best, only about 30% of the energy generated during combustion is converted to mechanical
power, while the significant portion is wasted to the environment as heat.Electric motors are
more efficient than the Internal combustion Engine (ICE),With zero exhaust emission, electric
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motor-powered vehicles help reduce serious air pollution problems attributed to Internal
Combustion Engine Vehicles (ICEV).
Fig 1.1 Battery Management in Electric Vehicles

Electric vehicles are propelled by an electric motor powered by a motor drive,
controller and battery pack. Electric motors benefits compared to internal combustion engines,
including:Electric motors convert up to 85% of the chemical energy of batteries to power the
wheels.Electric vehicles release zero pollutants. Even though the power plant generating
electrical energy may be using fossil fuels and still produce emissions, the emissions source is
removed from the streets to a centralized location where emission can be more effectively
controlled.
Electrical energy can be produced from truly zero-emission and renewable energy
sources such as hydro, solar and wind. Electric motors offer smoother and quieter operation
and require less maintenance.Possibility of obtaining electrical energy from renewable energy
sources reduces dependency on fossil fuels.
Electric vehicles (EV) have many advantages over the Internal Combustion Engine
Vehicles( ICEV) :
1) EV’s has noiseless and smoother operation, and is independent of fossil fuels for its
immediate on-board energy source.
2) Full electrical Power system.

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3) Hybrid-electric and fuel-cell vehicles are clear alternatives to conventional Internal

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Combustion engine Vehicles( ICEV).

4) EV’s release zero pollutants.
5) Electric motors offer smoother and quieter operation and require less maintenance
However, electric vehicles suffer the following drawbacks associated with the on-board
energy storage (batteries).
1) EV’s have shorter driving range: about 160-300 km per full battery charge, while petrol
vehicles can sometimes go farther than 400 km before re-fuel.
2) Re-charge time: battery packs need four to eight hour to be fully re-charged. Even fast
charging to 80% of its capacity needs around 30 minutes.
3) The battery pack consisting of many individual battery units need to be replaced after
several years and this can be very costly.
4) Significant vehicle space is needed to install the battery pack, which is also very heavy.
1.5.2 RECHARGING SYSTEM FOR ELECTRIC VEHICLES :

A recharging system for electric vehicles (EVs) is described comprising an input
stage for connection to an alternating current electric distribution grid, an output stage for
connection to an electric vehicle (EV), a conversion stage for converting an alternating voltage
into a direct one and a control unit adapted to control operation of the conversion stage.The
conversion stage is placed between the input stage and the output stage and it comprises a
multilevel AC-DC converter. The multilevel converter comprises a plurality of sub-modules
(SMs) connected with each other to define conversion level of the converter. At least one of
these sub-modules comprises an energy storage device and /or an energy source (PV)
connected to an inverters.
The diffusion of electric vehicles is still affected by many problems, which mainly
derive from the interaction of such type of vehicles with the existing electric grid. Moreover,
in order to have a wide diffusion in the field of non-polluting electric vehicles, they must have
charging time comparable with refueling time of conventional Otto cycle or diesel vehicles.For
these reasons the electric vehicles require batteries characterized by both high stored energy
capacity values and reduced charging time.
From this perspective, lithium batteries are a very interesting solution, since in the
last years, as regards electric vehicles, they have shown a high potential and good performances
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as regards acceleration and distances that they can travel (driving range of the electric
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vehicle).Currently the new technologies regarding lithium compounds allow a specific energy

of 180 Wh/kg and a maximum charging rate of 6C to be reached, thus reducing the charging
time to values of about ten minutes.The low power charging modes (slow charging) are suitable
for charging the batteries overnight, since they take 7-8 hours and guarantee low power
absorption from the grid.
ELECTRIC VEHICLE( EV efficiency) :

The EV overall efficiency can be classified in three main categories. The following section
describes the categories and their respective components:
Charging efficiency
Automotive charging standards are currently being developed worldwide to allow for
DC (Direct Current) charging. In constant AC/DC (Alternating Current / Direct Current)
charging standards have already been established and are currently being implemented in a
number of alternative vehicle technology production models.DC charging enables the vehicle’s
high voltage DC battery to be directly charged from the charge station bypassing the vehicles’
on board charger thus further improving charging efficiency and time.
DC charging is the target implementation for public charging enabling fast charge.
Due to the associated high cost of DC charging infrastructure, AC/DC charging will be the
alternative and only solution for residential charging.The EV charging efficiency is the ratio of
energy transferred to the high voltage battery to the energy consumed from the AC
source.Charging efficiency is highly dependent on charging power and operating
temperature. It depicts a typical EV charging efficiency operated at room temperature and
utilizing an AC/DC on board charger with a maximum output power of 3500 W.
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Fig 1.2 Charging System Of a Electric Vehicle

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Actually, recent studies have shown that the daily use range of an electric vehicle is lower than
50 km for 80% of the cases.For this reason such slow charging is acceptable for most of the
users that travel distances of 100-150 km during the day.
Longer distances require frequent service stations along the route. In order to widespread the
use of the electric vehicles, stations must be able to provide to the vehicle a considerable
amount of energy with charging time similar to that of internal combustion vehicles, preferably
lower than 5 minutes.To accomplish this, the charging station has to supply a power ranging
from 20 kW (in case of small city electric vehicles) to 250 kW (in case of heavy vehicles).
Fig 1.3 Charging Of a Battery
Fig 1.4 Operating Energy Flow
Generally the efficiency of the EV Electrical Motor (EM) is exceptionally high ~ 85 %

compared with an Internal Combustion Engine (ICE) ~ 25 %.
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Power losses in an EV are negligible, As We focus on power losses from key components
occurring in an electrical propulsion system during driving mode due to power conversion,
operation and propulsion.Approximately 81.3 % of the energy stored in the HV battery is
utilized to propel the EV.Combining the EV overall charging efficiency with the EV overall
operational efficiency, the EV efficiency becomes ~ 67.9 % around four times more efficient
than an ICE propelled vehicle with an overall efficiency of ~ 14 %.
A network of charging stations for electric vehicles able to satisfy the user needs therefore
would cause a considerable increase in the power demand from the national electric grid, which
however has not been designed with infrastructures able to meet such considerable increase in
the power demand.
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CHAPTER 2
MULTILEVEL VOLTAGE
SOURCE CONVERTERS
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2.1 MULTILEVEL VOLTAGE SOURCE CONVERTERS :

Multilevel voltage sources are the Emerging trends of technology review of voltage-source-
converter topologies for industrial medium-voltage drives. In this highly active area, different
converter topologies and circuits have found their application in the market.Multilevel
converters can give output with more than two voltage levels, which enables the converter to
give good quality outputs with lower switching frequencies. Moreover, it is easy for
multilevel converters to realize high voltage and high power applications since they can be built
in cascaded forms using several independent DC sources, and the voltage applied on each
individual switching component need not be very high. To design multilevel converter with
higher voltage and reduce the complexity of the structure is a main research direction for
designing new multilevel converters.
A large number of switching devices, drivers, and controllers are needed. The
size, initial cost and complexity of the control circuits are increased as too many power
switches are involved. Multi-level voltage source converters are characterized by more than
two voltage levels of phase voltage compared to traditional converters which have two voltage
levels.This class of converters is used in high or medium voltage, high power applications,
replacing the classical thyristor-based cyclo-converters, and line and load-commutated current-
fed converters.
A traditional two-level converter can be used in high-voltage, high-power

applications by series-parallel connection of matched power semiconductor devices.Two-level
phase-shifted converter units can also be coupled through a step-up transformer to generate
multi-level stair case voltage wave for such applications. Self-commutated devices ( GTO’s ,
MOSFET and IGBT), the harmonic quality of line current wave improved substantially with
control of line active and reactive (leading or lagging) powers and substantial improvement of
reliability.
Multi-level converters have the general Advantages like:
1. Improved efficiency
2. Lower dv/dt and di/dt
3. Reduced harmonics
4. Lower common mode current

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The Major Limitation of multilevel converters is the voltage unbalance between different
levels.The Techniques to balance the voltage between different levels normally involve voltage
clamping ( or ) capacitor charge control..
There are Several Ways of implementing voltage balance in multilevel converters,without

considering the traditional magnetic coupled converters,three recently developed multilevel
voltage source converters with separate DC sources are as Follows
1. Diode-clamp multilevel converter
2. Flying capacitor converter (FCC)
3. Cascaded H-Bridge
2.1.1 DIODE -CLAMP MULTI LEVEL CONVERTER (OR) NEUTRAL

POINT CLAMPED MULTILEVEL CONVERTERS :
The diode clamped multilevel converters are also called as neutral point clamped
multilevel converters. These converters have been employed in practical use with generally 3
level converters and especially diode clamped multilevel converters.
The reason behind the maximum utilization of such converters is it requires less
number of capacitors with single DC source.
The voltage levels vary in 3 steps of +Vdc/2, 0, -Vdc/2.
The main concern of this structure is how to balance or maintain neutral point voltage at half
of the voltage at DC link or input DC voltage.
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Fig 2.1. Diode Clamped Multilevel converter

Advantages:
1) This topology requires only one isolated DC supply for its operation.
2) This converter does not require large sized filters to eliminate harmonics.
3) It is able to regulate reactive power.
4) It provides high efficiency due to use of fundamental frequency for all switching devices
and simple back to back power conversion system.
Disadvantages :
1) The converter requires the more number of diodes for increased levels and system becomes
impractical.
2) The capacitor voltage cannot be maintained as per selected switching pattern..
3) The additional neutral point voltage balancing control circuit is required for converter of
more than three levels.
4) It is difficult to control active power of individual converter levels due to capacitor

imbalance.
5) This converter topology is not much suited for HVDC applications redundancy.
2.1.2 FLYING-CAPACITORS (OR) CAPACITOR CLAMPED

MULTILEVEL CONVERTER :
It is almost identical topology to diode clamped converter but the capacitors are clamped for
sharing the voltage between the switches.
This converter also generates similar voltage levels as diode clamped multilevel converter.
i. e. (+Vdc/2, 0, -Vdc/2).
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Fig 2.2 Capacitor Clamped Multilevel Converter

Advantages:
1) This topology also operates on single DC source.
2) It is able to regulate both real and reactive power.
3) No filters are required for harmonic elimination.
4) The total harmonic distortion is lower at higher levels of converter.
Disadvantages:
1) The number of capacitors increases for more or higher levels of converters; which increase
the size and system becomes bulky, complex control system and more expensive.
2) Switching losses are more due to high frequency switching operation.
3) The output voltage is again half of the DC link voltage or input DC voltage which is not
well suited for HVDC applications.
2.1.3 Cascaded H-Bridge :

This converter topology is employed with series connected H- Bridge cells with separated DC
source.
The each series cell can produce three level output with +Vdc, 0, -Vdc.
By N number of cells in series connection can produce 2N+1 level output.The isolated DC
sources easily maintain the voltage sharing between switching device.
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Fig 2.3 Hybrid Cascaded Multilevel Converter

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Advantages:
1) This converter topology necessitates minimum number of devices or components per levels
than neutral point clamped multilevel converter and capacitor clamped multilevel converter.
2) This leads to minimize the weight and cost of the converter.
3) No need of additional capacitors and clamping diodes.
4) The circuit consist the similar structured H- bridge cells connection which makes system
more modular and scale-able for operation and maintenance.
Disadvantages:
1) For higher level converters the more number of separate DC sources are required to supply
each level which increases the complexity in the transformer connections.
2) The higher ripples can generate due to single phase operation of individual cells with large
capacitors in each Cell.
In This Project We are Using a Cascaded H-bridge Multilevel Converter Due to It’s
Advantages Compared to Other Multilevel Converters.
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CHAPTER 3
CONTROL TECHNIQUES & LOSS
ANALYSIS OF A MULTILEVEL
CONVERTER
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3.1 CONTROL TECHNIQUES OF A MULTILEVEL CONVERTER :

The main objective of the PWM is to control the inverters output voltage and to reduce
the harmonic content in the output voltage. The pulse width
modulation(PWM) techniques are mainly used for voltage control. These techniques are
most efficient and they control the drives of the switching devices.Pulse Width Modulation
(PWM) techniques for two level inverters have been studied extensively during the past
decades. Many different PWM methods have been developed to achieve the following aims;
wide linear modulation range, reduced switching loss, lesser total harmonic distortion in the
spectrum of switching waveform, easy implementation, less memory space and computation
time on implementing in digital processors for the proposed work.
The two most widely used PWM schemes for multi-level inverters are the carrier
based PWM (sine-triangle PWM or SPWM) techniques and the space vector based PWM
techniques. These modulation techniques are extensively studied and compared for the
performance parameters with two level inverters.In high power and high voltage applications,
the two level inverters, however, have some limitations in operating at high frequency mainly
due to switching losses, dv/dt and di/dt stresses in power semiconductor devices and constraint
of the semiconductor power device ratings.For high voltage applications two or more power
devices can be connected in series to achieve the desired voltage ratings and in parallel to
achieve the current ratings.
For the cascade half-bridge converter, define the switching state as follows:
If ‘Sx’ Is 1 = upper switch is conducted, lower switch is OFF
0 = lower switch is conducted, upper switch is OFF
When Sx = 0, the battery cell is bypassed from the circuit, the battery is neither discharged
nor charged
The instantaneous discharging power from this cell is
P = Sx · ux · i. (1)
Here ux is the battery cell voltage and i is the charging current on the dc bus.
Multilevel inverters can increase the power by (m-1) times than that of two level Inverter
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through the series connection of power semiconductor devices.

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This research focuses on the different control strategies and a suitable modulation strategy is
selected based on the outputs obtained through the simulations on the MATLAB SIMULINK
software environment.In the PWM method, the carrier arranged by terminal voltage can realize
the terminal voltage balance, while the carrier arranged by SOC can realize the SOC balance.
Since the SOC is difficult to be estimated in the batteries in practice, the terminal voltage
balance is usually used.Normally, the cut-off voltage during charge and discharge will not
change in spite of the variation of manufacturing variability, cell architecture, and degradation
with use.
So the overcharge and over discharge can also be eliminated even the terminal voltages are
used instead of the SOC for the carrier-wave arrangement.To reduce the dv/dt and EMI, only
one half-bridge is allowed to change its switching state at the Same time for the continuous
reference voltage. Therefore, the carrier wave is only rearranged when the modulation wave is
zero and the rearranged carrier only becomes effective when the carrier wave is zero.So the
carrier wave is only rearranged at most twice during one reference ac voltage cycle as shown.
The battery’s terminal voltage and SOC change very slowly during the Normal use, so the
carrier wave updated by base frequency is enough for the voltage and SOC balance.If the
number of the cascaded cells is large enough, all the half-bridges can just work in switch-on
(or) switch-off state to form the staircase shape voltage.So the switching frequency of all the
half-bridges can only be base frequency as shown,where the output ac voltage is still very
approach to the ideal sinusoidal wave which is similar with the multilevel converter.
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Fig 3.1 Basic Frequency Modulation

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When one cell is damaged, the half-bridge can be bypassed, and there is no influence on the
other cells. The output voltage of the phase with bypassed cell will be reduced. For symmetry,
the three-phase reference voltage must be reduced to fit the output voltage ability.
3.2 HALF BRIDGE CONVERTER :

In electric vehicle (EV) energy storage systems, a large number of battery cells are
usually connected in series to enhance the output voltage for motor driving. The difference in
electro-chemical characters will cause state-of-charge (SOC) and terminal voltage imbalance
between different cells.A large number of battery cells are usually connected in series to
enhance the output voltage for motor driving. The difference in electro-chemical characters
will cause state-of-charge (SOC) and terminal voltage imbalance between different cells.
In this project, a hybrid cascaded multilevel converter which involves both battery
energy management and motor drives is proposed for EV. In the proposed topology, each
battery cell can be controlled to be connected into the circuit or to be bypassed by a half-bridge
converter.Power electronics and drives proposes the use of different type of DC-DC converters
especially isolated converters.An H bridge is an electronic circuit that switches the polarity of
a voltage applied to a load. These circuits are often used in robotics and other applications to
allow DC motors to run forwards or backwards.Most DC-to-AC converters (power inverters),
most AC/AC converters, the DC-to-DC push–pull converter, most motor controllers, and many
other kinds of power electronics use H-bridges. In particular, a bipolar stepper motor is almost
invariably driven by a motor controller containing two H bridges.
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Fig 3.2 Half-bridge Circuit Diagram

The term Half bridge converter is derived from the typical graphical representation of such a
circuit. An Half bridge Converter is built with four switches (solid-state or mechanical). When
the switches S1 and S4 (according to the first figure) are closed (and S2 and S3 are open) a
positive voltage will be applied across the motor. By opening S1 and S4 switches and closing
S2 and S3 switches, this voltage is reversed, allowing reverse operation of the motor.The
selection of these converters is strictly based on the area of application and power levels. Any
way almost all power electronics encourages the use of isolated DC-DC converters because of
safety considerations.Among these converters HALF BRIDGE CONVERTER has significant
role in power electronics and drives application.
The converter can be proposed in different ways according to the area of application.Half
bridge converter is proposed for dc voltage regulation and power factor correction.The
performance of the converter is depends upon inductor operation mode, that is it depends on
whether the inductor is operating on discontinuous conduction mode or continuous conduction
mode. The converter is operating in discontinuous conduction mode it not only has high power
factor but also avoids, use of bulk capacitor from high voltage stress at light loads.There have
been attempts to reduce the voltage stress across the switches of DC-DC converter for safety
considerations and better performance.So the isolated DC-DC converter is proposed.
There are various types of isolated DC-DC converters, among them proper converter is selected
based on the voltage level and power.Several power converter topologies are proposed in high
power applications like fuel cells, solar cells etc.These converters have the advantages like high
voltage conversion ratio, high power capability,isolation between input side and output, avoids
flux imbalance,but these converter topologies have the problem of transformer leakage
inductance in output capacitors which leads to high voltage stresses and switching losses etc.
So it is better to use snubber circuit to avoid these problem, so the concept of half bridge
converter with PWM control is employed in order to get regulated output voltage for battery
charging applications.
This topology can be used for an output power capability up to 500W.One of the
main features of half bridge converter is, it reduces the OFF-stage voltage requirement of the
primary side switches to Vi apart from maintaining the bi-directional flux swing in the
core,Thus the voltage stress and cost of the power switches is significantly reduced as
compared to the push-pull topology. The secondary side of the half bridge converter is exactly
same as the push-pull converter.In addition to battery charging application half bridge
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converter can be used for many other applications like UPS etc due to the reduced complexity
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of the converter.In this each battery cell can be controlled to be connected into the circuit or to
be bypassed by a half-bridge converter. All half-bridges are cascaded to output a staircase shape
dc voltage. Then, an H-bridge converter is used to change the direction of the dc bus voltages
to make up ac voltages.The outputs of the converter are multilevel voltages with less harmonics
and lower dv/dt, which is helpful to improve the performance of the motor drives. By separate
control according to the SOC of each cell, the energy utilization ratio of the batteries can be
improved.
The imbalance of terminal voltage and SOC can also be avoided, fault-tolerant
can be easily realized by modular cascaded circuit, so the life of the battery stack will be
extended. Since the voltages of these kinds of battery cells are relatively low, a large number
of battery cells need to be connected in series to meet the voltage requirement of the motor
drive,because of the manufacturing variability, cell architecture and degradation with use, the
characters such as volume and resistance will be different between these cascaded battery cells.
The charge and discharge have to be stopped even though only one of the cells reaches its cut-
off voltage. Moreover, when any cell is fatally damaged, the whole battery stack cannot be
used anymore.So the battery cell screening must be processed to reduce these differences, and
voltage or SOC equalization circuit is often needed in practical applications to protect the
battery cells from overcharging or over-discharging.
Generally, there are two kinds of equalization circuits.
The first one consumes the redundant energy on parallel resistance to keep the terminal voltage
of all cells equal..Another kind of equalization circuit is composed of a group of inductances
or transformers and converters, which can realize energy transfer between battery cells.The
energy in the cells with higher terminal voltage or SOC can be transferred to others to realize
the voltage and SOC equalization.
The Figure 3.3 shows Traditional Power Storage System With Voltage Equalization Circuit
and Inverter.
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Fig 3.3 Traditional Power Storage System
The disadvantage is that a lot of inductances or isolated multi-winding transformers are

required in these topologies, and the control of the converters is also complex. Some studies
have been implemented to simplify the circuit and improve the balance speed by multi-stage
equalization.
Compared to the traditional voltage balance circuit, the multilevel converters are very suitable
for the balance of battery cells.
3.3 AC-DC CONVERTER :

A rectifier is an electrical device that converts alternating current (AC), which
periodically reverses direction, to direct current (DC), current that flows in only one direction,
a process known as rectification.Rectifiers have many uses including as components of power
supplies and as detectors of radio signals. Rectifiers may be made of solid state diodes, vacuum
tube diodes, mercury arc valves, and other components.A device which performs the opposite
function (converting DC to AC) is known as an inverters. When only one diode is used to
rectify AC (by blocking the negative or positive portion of the waveform), the difference
between the term diode and the term rectifier is merely one of usage, i.e., the term rectifier
describes a diode that is being used to convert AC to DC.
Almost all rectifiers comprise a number of diodes in a specific arrangement for

more efficiently converting AC to DC than is possible with only one diode. Before the
development of silicon semiconductor rectifiers, vacuum tube diodes and copper oxide or
selenium rectifier stacks were used.
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3.3.1 HALF-WAVE RECTIFIER :

In this half wave rectification, either the positive or negative half of the AC wave is passed,
while the other half is blocked. Because only one half of the input waveform reaches the output,
it is very inefficient if used for power transfer.
3.4 Half Wave Rectifier
Half-wave rectification can be achieved with a single diode in a one-phase supply, or with three
diodes in a three-phase supply.
The output DC voltage of a half wave rectifier can be calculated with the following two ideal
equations:
Vrms = Vpeak / 2
Vdc = Vpeak / π
3.3.2 FULL-WAVE RECTIFIER :
A full-wave rectifier converts the whole of the input waveform to one of

constant polarity (positive or negative) at its output. Full-wave rectification converts both
polarities of the input waveform to DC (direct current), and is more efficient.
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However, in a circuit with a non-center tapped transformer, four diodes are required instead of
the one needed for half-wave rectification.Four diodes arranged this way are called a diode
bridge or bridge rectifier:
Fig 3.5 Full Wave Rectifier
For single-phase AC, if the transformer is center-tapped, then two diodes back-to-back (i.e.
anodes-to anode or cathode-to-cathode) can form a full-wave rectifier. Twice as many
winding's are required on the transformer secondary to obtain the same output voltage
compared to the bridge rectifier above. A very common vacuum tube rectifier configuration
contained one cathode and twin anodes inside a single envelope; in this way, the two diodes
required only one vacuum tube.
3.4 TOPOLOGY OF THE HYBRID CASCADED MULTILEVEL
CONVERTER :
One of the popular voltage balance circuits by energy transfer is shown in Fig 3.3.There is a
half-bridge arm and an inductance between every two nearby battery cells. So the number of
switching devices in the balance circuit is 2 n–2 and the number of inductance is n–1 where n
is the number of the battery cells.In this circuit, an additional Inverter is needed for the motor
drive and a charger is usually needed for the battery recharge. In fact, if the output of the
Inverter is connected with the three-phase ac source by some filter inductances, the battery
recharge can also be realized by an additional control block which is similar with the PWM
29
rectifier.The recharging current and voltage can be adjusted by the closed-loop voltage or
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power control of the rectifier.

Fig 3.6 3-Phase Hybrid Cascaded Multilevel Converter
The hybrid-cascaded multilevel converter proposed in this paper is shown in Fig.3.6, which
includes two parts, the cascaded half-bridges with battery cells shown on the left and the H-
bridge inverters shown on the right. The output of the cascaded half-bridges is the dc bus which
is also connected to the dc input of the H-bridge.Each half-bridge can make the battery cell to
be involved into the voltage producing or to be bypassed. Therefore, by control of the cascaded
half-bridges, the number of battery cells connected in the circuit will be changed, that leads to
a variable voltage to be produced at the dc bus. The H-bridge is just used to alternate the
direction of the dc voltage to produce ac wave forms.Hence, the switching frequency of devices
in the H-bridge equals to the base frequency of the desired ac voltage.
There are two kinds of power electronics devices in the pro-posed circuit. One is the low
voltage devices used in the cascaded half-bridges which work in higher switching frequency to
reduce harmonics, such as MOSFET’s with low on-resistance.
3.4.1 MOSFET :
The metal-oxide-semiconductor field-effect transistor (MOSFET) is a type of field-

effect transistor (FET), most commonly fabricated by the controlled oxidation of silicon. It has
an insulated gate, whose voltage determines the conductivity of the device. This ability to
change conductivity with the amount of applied voltage can be used for amplifying or
switching electronic signals.
A metal-insulator-semiconductor field-effect transistor or MISFET is a term almost

synonymous with MOSFET.The basic principle of the field-effect transistor was first patented
30
by Julius Edgar Lilienfeld in 1925.

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Fig 3.7 Basic Diagram of MOSFET

Where G-Gate, S-Source, D-Drain, B-Body
The main advantage of a MOSFET is that it requires almost no input current to control the load
current, when compared with bipolar transistors.In an enhancement mode MOSFET, voltage
applied to the gate terminal increases the conductivity of the device. In depletion
mode transistors, voltage applied at the gate reduces the conductivity.The "metal" in the name
MOSFET is sometimes a misnomer, because the gate material can be a layer
of polysilicon(polycrystalline silicon).Similarly, "oxide" in the name can also be a misnomer,
as different dielectric materials are used with the aim of obtaining strong channels with smaller
applied voltages.
Fig 3.8 Symbol of MOSFET

The MOSFET is by far the most common transistor in digital circuits, as billions may be
included in a memory chip or microprocessor. Since MOSFET’s can be made with either p-
type or n-type semiconductors, complementary pairs of MOS transistors can be used to make
switching circuits with very low power consumption, in the form of CMOS logic.Usually
the semiconductor of choice is silicon. Recently, some chip manufacturers, most
notably IBM and Intel, have started using a chemical compound of silicon and germanium
(SiGe) in MOSFET channels.
Unfortunately, many semiconductors with better electrical properties than silicon, such
as gallium arsenide, do not form good semiconductor-to-insulator interfaces, and thus are not
31
suitable for MOSFET’s.To overcome the increase in power consumption due to gate current
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leakage, a high-κ dielectric is used instead of silicon dioxide for the gate insulator, while poly
silicon is replaced by metal gates.
Advantages of MOSFET:
1.MOSFET provide greater efficiency while operating at lower voltages.
2.Absence of gate current results in high input impedance producing high switching speed.
3.They operate at lower power and draws no current.
Disadvantages of MOSFET :
1. The thin oxide layer make the MOSFET vulnerable to permanent damage when evoked by
electrostatic charges.
2.Overload voltages makes it unstable.
If the number of battery cells in each phase is n, then the devices used in one phase cascaded
half-bridges is 2 n.Compared to the traditional equalization circuit shown in Fig.3.3, the
number of devices is not increased significantly but the inductances are eliminated to enhanced
the system power density and EMI issues.
Since all the half-bridges can be controlled individually, a staircase shape half-sinusoidal-wave
voltage can be produced on the dc bus and then a multilevel ac voltage can be formed at the
output side of the H-bridge, the number of ac voltage levels is 2n–1 where n is the number of
cascaded half-bridges in each phase.On the other hand, the more of the cascaded cells, the more
voltage levels at the output side, and the output voltage is closer to the ideal sinusoidal. The
dv/dt and the harmonics are very little.
So it is a suitable topology for the energy storage system in electric vehicles and power grid.
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Fig 3.9 Output Voltage and Current Of battery Cell

3.5 LOSS ANALYSIS AND COMPARISON OF TRADITIONAL POWER

STORAGE SYSTEM WITH HYBRID CASCADED CIRCUIT :
Compared to the traditional circuit in Fig 3.3, the circuit topology and voltage
balance process is quite different.The three-phase two-level inverters is used for the
discharging control and the energy transfer circuit is used for the voltage balance. In the
proposed hybrid-cascaded circuit, the cascaded half-bridges are used for voltage balance
control and also the discharging control associated with the H-bridge converters.
The switching loss and the conduction losses in these two circuits are quite different.
To do a clear comparison, the switching and conduction loss is analyzed in this section.
Fig 3.10 DC Bus Voltage Output by the Cascaded Half-Bridges
In the hybrid-cascaded converter, the energy loss is composed of several parts
J =J +J
L o ss s B s H +Jc B +J
c (2)
Here, Js B and Js H are the switching losses of the cascaded half-bridges and the H-bridge
converters, while Jc H and Jc B are the conduction losses.
In the traditional circuit as shown in Fig. 1, the energy loss is composed by

33
J =J
L o ss s I +J s T +J
c I +J
c T(3)
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where Js I and Js T are the switching losses of the three-phase inverter and the energy transfer
circuit for voltage balance. Jc I & Jc T are Conduction Losses.
In traditional circuit, the energy transfer circuit only works when there is some imbalance and
only the parts between the unbalance cells need to work. So the switching and conduction
losses will be very small if the battery cells are symmetrical.
First, the switching loss is analyzed and compared under the requirement of same switching
times in the output ac voltage. That means the equivalent switching frequency of the cascaded
half-bridges in hybrid-cascaded converter is the same as the traditional inverter.
The switching loss is determined by the voltage and current stress on the semiconductor
devices, and also the switching time
T switch
Js= u · idt. (4)
In the proposed hybrid-cascaded converter, the H-bridge converter is only used to alternate the
direction of the output voltage to produce the desired ac voltage as shown in Fig. 3.2(a), the
devices in the H-bridge converter always switch when the dc bus voltage is zero. So the
switching loss of the H-bridge is almost zero
Js H ≈ 0. (5)
The equivalent switching frequency of the half-bridges is the same as the traditional converter,
but only one half-bridge is active at the any instantaneous in each phase.
The voltage step of each half-bridge is only the battery cell voltage which is much lower than
the whole dc bus voltage.
Furthermore, if the lower conduction voltage drop and faster turn-off device such as
MOSFET is used in the proposed converter, the switching loss of the half-bridge will be much
smaller
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Js B < J s I /n. (6)
In the traditional circuit, the voltage balance circuit will still cause some switching loss
determined by the voltage imbalance.
So in the proposed new topology, the switching loss is much smaller compared to the traditional
two-level inverters.
The compared results are shown in 3.11Table I.
TABLE-1 COMPARISON OF THE SWITCHING LOSS OF THE PROPOSED CIRCUIT

AND THE TRADITIONAL ONE
The H-bridge worked as a rectifier by the diodes and a steady dc voltage is produced with the
help of the capacitors. In the charging course of the battery, the charging current
should be controlled. The current state equation is as follows:
di
R i + L
f f dt = u
dc −ucharge . (7)
Here, udc is the dc bus voltage output by the cascaded half-bridges, u charge is the voltage of
35
the dc source, and Rf , Lf are the resistance and inductance of the inductive filter between the
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cascaded half-bridges and the dc source. By this charging method, the voltage of the dc source
must be smaller than the possible maximum value of the dc bus
u ≤u ≤n·u
charge dc 0. (8)
From the above analysis, the switching loss of the proposed converter is much less than the
traditional converter.
3.6 CHARGING METHODS :
A Dc voltage source is needed for the battery charging.The charging current and
voltage can be controlled by the proposed converter itself according to the necessity of the
battery cells. The charging circuit is shown in Fig Below.
A circuit breaker is used to switch the dc bus from the H-bridge to the dc voltage source.
Furthermore, a filter inductor is connected in series with the Ac source to realize the current
control. The dc voltage can also be realized by the H-bridge and a capacitor as shown in Fig
3.12
Fig 3.12 Charging Circuit Of a Battery With DC Source

A circuit breaker is used to switch the dc bus from the H-bridge to the dc voltage source.
Furthermore, a filter inductor is connected in series with the dc source to realize the current
control.
The H-Bridge Worked as a Rectifier by the diodes and a steady DC voltage is Produced
With the Help Of the Capacitors.
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3.7 CURRENT CONTROL SCHEME FOR BATTERY CHARGING :
Fig. 3.13 Current control scheme for the battery charging.
Fig. 3.14 Carrier waves during charging
Here, n is the number of the cascade half-bridges in each phase and u0 is
the discharging cut-off voltage of the battery cell.

During the charging cycle, the voltages of the battery cells and the dc
voltage source might be variable, so the switching states of the cascaded half-bridges will be
switched to make the charging current constant. The charging current control scheme is shown
in Fig.3.13
A PI regulator is used to make the current constant by changing the output dc voltages of the
cascaded cells. The voltage of the dc source is used as a feed-forward compensation at the output
of the PI controller
.
In practical applications, the value of the dc source’s voltage is almost constant, so the
feed-forward compensation can also be removed and the variation of the dc source voltage can
37
be compensated by the feedback of the PI controller.The cells with higher voltages will be
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arranged at the top levels to make these cells absorb less energy.

By the similar analysis as the discharging state, the positions of the carrier waves in
charge state are shown in Fig. 3.14
During the regeneration mode of the motor drive, for example, when the EV is braking, the
battery cells are also charged, so the modulation will also be changed to the charging mode.
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CHAPTER 4
INTRODUCTION TO MAT LAB
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Simulink is developed by Math Works as an add-on with MATLAB.
It is a graphical programming language which offers modeling, simulation & analyzing of multi
domain dynamic systems under Graphical User Interface (GUI) environment.
The Simulink have tight integration with the MATLAB environment and have a
comprehensive block libraries and toolboxes for linear and nonlinear analyses.
The system models can be so easily constructed via just click and drag operations. The
Simulink comes handy while dealing with control theory & model based design.
In the MATLAB command window enter the command >> Simulink
The alternate method is to click the simulation icon on the MATLAB toolbar
Fig 4.1 Diagram of a MAT-LAB Simulink Library
40
Fig 4.2 Simulink Library Browser

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The Library Browser contains various toolboxes in left side and corresponding utilities and
blocks on the right side
To start creating a model go to File –> New or alternatively Ctrl+N. A Work space / Model
window will pop up as shown below :
Fig 4.3 Model window

This is the place where you work on with. Creating models and simulating it, all this will be
done here. The user just have to click and drag appropriate blocks from the library browser on
to the Work space/Model window.
Creating a Model
Here we going to create a simple model of integrating a sine wave and display both the input
sine wave and the integral form. To create this model we need,
A sine wave signal source
Integrator
A Multiplexer, as i need to display the 2 signals in the Display screen. Note that the display
screen called ‘scope’ has only 1 channel. So either to show 2 signals we have to use a mux or
41
we have to use 2 screen blocks

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A display screen

Charting down all the needed components is good practice when it comes to designing of higher
models.
STEP 1 : Selecting Blocks
For a sine wave sources
Simulink –>Sources –> Select sine wave from the list
For Integrator
Simulink –>Continuous–>Select integrator from the block list
For Multiplexer
Simulink –>Signal routing –> Select Mux from the list
For Display
Simulink –>Sink –> Scope
Don’t worry if you don’t know where your component is. There is a Search bar provided in
the library browser where you can type your component and search for it.
STEP 2: Block Creation & Making Connections
Select and drag all components to the model window and make connections:
For making connections first select the input port and ‘+’ symbol will appear and drag the
cursor to the output port ‘>’ symbol on the block. ( TIP: For making connections quicker select
the input port hold Ctrl key & then click on to the output )
NOTE:
You can change the attributes of the block like foreground / background color etc by right
clicking and selecting the appropriate change.
You can change the block parameters like gain value etc by double clicking on the appropriate
item and changing the value. For eg: If in the above problem we can generate a discrete source
of sine wave by changing time based to sample based.
42
STEP 3: Running Simulation

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As the connections are made now your model is ready for running. Click on play button in
the model window. Alternatively Ctrl+T or Simulation –>Start in the model window can be
used to run the simulation model.
To view the result double click on the Scope block which is our display screen.
OUTPUT :
Fig 4.4 Output

You can change the attributes of the axis by right click and specifying the axes properties. You
can also auto scale the axes for a better view of the
Fig 4.5 Auto scaled Output

Output.
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NOTE:
You may have noticed the output amplitude is 1. Its because by default the signal source
amplitude is specified as 1. You can change the attributes of the blocks by double clicking on
each one.
Simulation Control
Suppose if we want to control the simulation it can be managed by configuration parameters.

Main parameters are start time, stop time, Solver type and methods.
For eg: We can decide whether integration is to be fixed step or variable step. If we are using
Fixed Step we have to define the step size.
In the model window go to
Simulation – Configuration Parameters. or alternatively press Ctrl+E.
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Fig 4.6 Configuration Parameters window

STEP -4: Save the Model
To save the model
File – Save As which is in the tool bar of model window.
The File Will be saved based On the Model of Mat-lab Document Format.
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Chapter -5
Proposed Hybrid Cascaded
Multilevel Converter for Battery
Management Applied In Electric
Vehicles.
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5.1 Hybrid Cascaded Multilevel Converter for Battery Management Applied In Electric
Vehicles.
For three-phase AC, six diodes are used. Typically there are three pairs of diodes, each pair,
though, is not the same kind of double diode that would be used for a full wave single-phase
rectifier.Instead the pairs are in series (anode to cathode). Typically, commercially available
double diodes have four terminals so the user can configure them as single-phase split supply
use.
For half a bridge, or for three-phase u Most devices that generate alternating current (such
devices are called alternators) generate three-phase AC.For example, an automobile alternator
47
has six diodes inside it to function as a full-wave rectifier for battery charging applications.The
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average and root-mean-square output voltages of an ideal single phase full wave rectifier can
be calculated.
5.2 Subsystem Of Each Phase of a Multilevel Converter
In the proposed PWM method, the carrier arranged by terminal voltage can realize the terminal
voltage balance, while the carrier arranged by SOC can realize the SOC balance .
Carrier based Pulse Width Modulation Techniques :
Pulse Width Modulation control is the most widely used method of controlling the active
devices in a multilevel inverters. A significant amount of research has been published on
various ways of implementing PWM control.The focus here is on carrier-based sinusoidal
PWM techniques for controlling a Cascaded H-bridge DC-link Multilevel Inverters.The
extended Sub Harmonic Pulse Width Modulation (SH-PWM) to multiple levels as follows:For
an m-level inverters, m-1 carriers with the same frequency „fc‟ and the same amplitude „Ac‟
are disposed such that the bands they occupy are contiguous.
The reference waveform has peak-to-peak amplitude „Am‟, frequency „fm‟, and its zero
centered in the middle of the carrier set. The reference is continuously compared with each of
the carrier signals.If the reference is greater than a carrier signal, then the active device
corresponding to that carrier is switched on and if the reference is less than a carrier signal,
then the active device corresponding to that carrier is switched off.In multilevel inverters, the
48
amplitude modulation index „ma‟, and the frequency ratio, „mf‟, are defined as
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ma = Am / (m-1). Ac (1)
mf = fc / fm
For a set of carriers for a six-level diode-clamped inverters and a sinusoidal reference
or a modulation waveform. The resulting output voltage of the inverters is also shown in
figure.Multilevel carrier-based Sub Harmonic PWM showing carrier bands, modulation
waveform, and inverters output waveform Since the SOC is difficult to be estimated in the
batteries in practice, the terminal voltage balance is usually used.Normally, the cut-off voltage
during charge and discharge will not change in spite of the variation of manufacturing
variability, cell architecture, and degradation with use. So the overcharge and Over Discharge
can also be eliminated even the terminal voltages are used instead of the SOC for the carrier-
wave arrangement.
To reduce the dv/dt and EMI, only one half-bridge is allowed to change its switching
state at the same time for the continuous reference voltage. Therefore, the carrier wave is only
rearranged when the modulation wave is zero and the rearranged carrier only becomes
effective when the carrier wave is zero.The carrier wave is only rearranged at most twice
during one reference ac voltage cycle.The battery’s terminal voltage and SOC change very
slowly during the normal use, so the carrier wave updated by base frequency is enough for
the voltage and SOC balance.If the number of the cascaded cells is large enough, all the half-
bridges can just work in switch-on or switch-off state to form the staircase shape voltage.So
the switching frequency of all the half-bridges can only be base frequency where the output
ac voltage is still very approach to the ideal sinusoidal wave which is similar with the
multilevel converter.In charging state, the arrangement of the carrier waves will be opposite
with discharge state.
The battery cell with lower voltage will be placed in the bottom then these cells will absorb more
energy from the dc source. The cells with higher voltages will be arranged at the top levels to
make these cells absorb less energy.So the charging current in the proposed converter can be
larger than the ordinary charging method. When the battery stack is charged by a steady dc
source, the reference dc bus voltage is nearly constant.As to realize the fast-charge of the
battery cell, the carrier-wave must be forced to exchange the position which is not arranged by
the SOC or terminal voltages any more. Then, the switching state of the half-bridges will be
49
changed to produce intermittently charging current.

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5.2 PARAMETERS OF ASYNCHRONOUS MACHINE :
5.3 Parameters Of Squirrel cage Synchronous Motor
50
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CHAPTER 6
SIMULATION RESULTS
51
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Circuit Of a Hybrid Cascaded Multilevel converter With Motor Case :
Fig 6.1 Hybrid Cascaded Multilevel Converter with Motor Case
Simulation Output :
52
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Fig 6.2 Stator Current Output Of the Motor

Fig 6.3 Triphase output voltage of multilevel converter.
Fig 6.4 Output Voltage During Motor Acceleration

53
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CHAPTER 7
CONCLUSION
54
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The hybrid-cascaded multilevel converter proposed in this paper can actualize the charging
and discharging of the battery cells while the terminal voltage or SOC balance control can be
realized at the same time. The proposed converter with modular structure can reach any
number of cascaded levels and is suitable for the energy storage system control with low-voltage
battery cells or battery modules.
The fault module can be by-passed without affecting the running of the other ones, so the
converter has a good fault-tolerant character which can significantly improve the system
reliability. The PWM method with low switching loss for both discharging and charging control
proposed considering the balance control at the same time.
The output of the circuit is multilevel ac voltages where the number of levels is proportional
to the number of battery cells. So the output ac voltage is nearly the ideal sinusoidal wave
which can improve the control performance of the motor control in EV’s.
A dc bus current control method for battery charging with external dc or ac source is also
studied where the constant-current control can be realized and the additional charger is not
needed any more.
Experiments are implemented and the proposed circuit and control method are verified.
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CHAPTER 8
REFERENCES
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A HYBRID CASCADED MULTILEVEL CONVERTER FOR BATTERY MANAGEMENT APPLIED IN ELECTRIC VEHICLES

CHAPTER 4 Introduction To MATLAB 35

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CHAPTER 5 Proposed Hybrid Cascaded Multilevel Converter

CHAPTER 6 Simulation Results 46

6.1 Simulation Results

7.1 Conclusion / Future Scope

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1.1 Battery management in electric vehicle.

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All half-bridges are cascaded to output a staircase shape DC voltage.Then an H-bridge

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1.2 MOTIVATION & OBJECTIVE OF THE THESIS :

1.3 ORGANIZATION OF THE THESIS :

CHAPTER - 2 : It gives a brief introduction to multilevel converters used in electric vehicles

CHAPTER - 4 : It gives a brief introduction to Matlab Simulink..

CHAPTER - 6 : Simulation results of the project

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1.4 HISTORY Of ELECTRIC VEHICLES:

1.5 LITERATURE REVIEW

The uncertainty of a battery's performance poses a challenge to the implementation of

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Fig 1.1 Battery Management in Electric Vehicles

2) Full electrical Power system.

3) Hybrid-electric and fuel-cell vehicles are clear alternatives to conventional Internal

Combustion engine Vehicles( ICEV).

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4) EV’s release zero pollutants.

1.5.2 RECHARGING SYSTEM FOR ELECTRIC VEHICLES :

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ELECTRIC VEHICLE( EV efficiency) :

Fig 1.2 Charging System Of a Electric Vehicle

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Fig 1.3 Charging Of a Battery

Fig 1.4 Operating Energy Flow

Generally the efficiency of the EV Electrical Motor (EM) is exceptionally high ~ 85 %

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2.1 MULTILEVEL VOLTAGE SOURCE CONVERTERS :

A traditional two-level converter can be used in high-voltage, high-power

Multi-level converters have the general Advantages like:

2. Lower dv/dt and di/dt

4. Lower common mode current

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There are Several Ways of implementing voltage balance in multilevel converters,without

1. Diode-clamp multilevel converter

2. Flying capacitor converter (FCC)

2.1.1 DIODE -CLAMP MULTI LEVEL CONVERTER (OR) NEUTRAL

The voltage levels vary in 3 steps of +Vdc/2, 0, -Vdc/2.

Fig 2.1. Diode Clamped Multilevel converter

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3) It is able to regulate reactive power.

2) The capacitor voltage cannot be maintained as per selected switching pattern..

4) It is difficult to control active power of individual converter levels due to capacitor

2.1.2 FLYING-CAPACITORS (OR) CAPACITOR CLAMPED

Fig 2.2 Capacitor Clamped Multilevel Converter

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1) This topology also operates on single DC source.