Investigation of bidirectional quasi Z-Source inverter for BLDC drive with modified shoot-through hysteresis current control in low power EV applications

Figures & data

Table 1. The comparison of the available literature related to EV drivetrain

Reference	Topology/control scheme	Key aspects	Limitations
Kumar and Revankar (2017)	PMBLDC motor drive	State of art permanent magnet brushless DC motor drive for the electric vehicle application Intelligent control algorithm to provide high dynamic performance PMBLDC motor drive has better characteristics compared to any other motor viable in the present technology	Torque ripple due to trapezoidal commutation May be neglected in low power applications
Panfilov et al. (2016), Sikora and Wo´zniak (2021)	Bidirectional DC–DC converter plus voltage source inverter	Voltage boosting Significant reduction in energy losses in the case of low-load operation	Two stage operation Separate control strategies and complexity Limited voltage gains and range of operation
Mawlikar and Nair (2017), Peng et al. (2005), Singh (2018), Rabkowski (2007)	Z source inverter	The Z-source inverter (ZSI) topology achieves voltage boost and DC–AC power conversion in a single stage The peak efficiency of 94% was observed Galvanic isolation is available between	Design of active power filters is tricky Discontinuous source current Higher passive element rating compared to qZSI
Hu et al. (2021)	Bidirectional converter with switched capacitor	High voltage conversion ratio due to switched capacitor and coupled inductor Pulse width modulation plus phase-shift (PPS) control	Increased number of passive elements Complex control required Inverter is necessary
Ahmad et al. (2019), (2022), Pan et al. (2020)	Quasi Z source inverter	Some advantages over traditional ZSIs such as inherent constant input current, lower voltage ratings of one of the capacitors and lower EMIs Reduction of active devices and switching stresses as well as mastering the slew rate dv/dt
Ke et al. (2011), Sridhar and Serbanda (2014), Suryakant and Singh (2018)	Hysteresis current control	It is easy implementation, quick response, maximum current limit and insensitive to load parameter variations due to the band limit	Band width must be chosen carefully to have good tradeoff between current ripple and spikes Waveform is not as smooth as FOC

Figure 1. Schematic diagram of proposed system for EV application.

Table 2. Battery parameter specifications (Raghunath, 2021)

Battery	Specifications
Voltage – nominal	36 V
Fully charged voltage	41.90 V
Capacity	100 Ah
Internal resistances	0.0036 Ω
Nominal discharge current	43.47 A
Capacity at nominal voltage	90.43 Ah

Table 3. Motor specifications [15]

Motor	Specifications
Voltage (Vm)	48 V
Rated torque (Tm)	4.8 Nm
Torque constant (Kt)	0.095 Nm/A_peak
Stator resistance (Rs)	0.0095 ohms
Stator inductance (Lm)	0.0144 uH
Viscous damping (F)	1 × 10^−6 (F.m.s)
Moment of Inertia (J)	0.00019 kg.m^2
Pole pairs (P)	8 (16 poles)

Table 4. Modes of operation with specified speed, torque and power ratings

Mode of operation	Speed in RPM	Torque in RPM	Power in KW
Eco	1000	2.4	250
Coast	2000	3.6	750
Warp	3000	4.8	1500
Soft Regen	2500	-2	525
Hard Regen	2500	-4	1150

Figure 2. BD-qZSI topology.

Table 5. Design Calculations of BD-qZSI

Parameters	Specifications
Vin	36 V
Vout	48 V
L1=L2	34 µH
C1=C2	277 µF
VPN	60 V
Switching frequency	25 kHz
% Ripple in L1 and L2	10%

Figure 3. (a) Shoot through state and (b) non-shoot through state (Guo et al., 2013).

Figure 4. One complete switching cycle of BD-qZSI.

Figure 5. Hysteresis current controller for a BLDC drive.

Figure 6. Modified shoot-through hysteresis current controller (STHCC) for a BLDC drive.

Figure 7. Detailed schematic of the insertion of shoot through into gate pulses.

Figure 8. Variation in the state of charge (SoC) level based on operation of the drive.

Figure 9. Battery voltage variation different time intervals of the simulation.

Figure 10. Battery current waveform proportional to the applied torque.

Figure 11. (a) Motor current and (b) motor voltage waveforms established in the BD-qZSI output.

Figure 12. Speed tracking of the motor.

Figure 13. The reference load torque and electromagnetic torque T_e in comparison.

Figure 14. Inductor current across (a) L₁ and (b) L₂.

Figure 15. Voltage across (a) capacitor C₁ and (b) capacitor C₂.

Figure 16. The shoot through switching pulses generated between S₂ and S₅.

Figure 17. (a) The battery voltage V_bat and motor voltage V_m for reference of STHCC shoot through duty ratio D_s.

Figure 18. Comparison of (a) reference current and (b) actual current for hysteresis band.

Figure 19. Common mode voltage of the proposed system.

Figure 20. Motoring operation: (a) output power and (b) input power of the motor.

Figure 21. Regenerative braking operation: (a) input power and (b) output power of the motor.

Table 6. Speed and torque ripple at different motor loading

Loading	Speed ripple	Torque ripple	Efficiency
No load (0 Nm)	2.62%	0.2%	0
25% of the rated torque (1.2Nm)	6.19%	6.45%	20.59%
50% of the rated torque (2.4 Nm)	3.67%	3.09%	43.76%
75% of the rated torque (3.6 Nm)	4.25%	10.38%	70.8%
100% of the rated torque (4.8 Nm)	5.57%	11.11%	84.82%
41.67 % of braking torque (−2Nm)	1.58%	5.79%	18.31%
83.33% of braking torque (−4Nm)	4.05%	4.17%	38.93%

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