A HIGH-GAIN DC-DC CONVERTER FOR SOLAR PHOTOVOLTAIC ASSISTED ELECTRIC VEHICLE

FIELD OF INVENTION:

The present invention relates to a high-gain single-input dual-output DC-DC converter using fewer components for solar (PV) -assisted electric vehicle (EV). More particularly, the present invention relates to the DC-DC converter assembled using two different modules, i.e., switched-capacitor boost module (SCBM) and switched-inductor boost module (SIBM). The SCBM is a switched-capacitor network employing self-balanced capacitors that boosts the input voltage magnitude to three-times. The SIBM is a single-switched single-inductor module, which further increases the SCBM voltage magnitude depending on the duty cycle. Two simultaneous boosted outputs are obtained from the claimed DC-DC converter, which makes it highly suitable for EV application.

BACKGROUND ART:

The dependence on fossil-fuel based power generation is reduced drastically due to the increase rate of fossil fuel depletion as well as pollution. This became possible due to the modern developments in renewable energy based systems. To improve the quality of power and to produce clean energy, power generation using renewable energy sources such as solar photovoltaic (PV), wind, tidal, etc. is motivated globally. The use of EVs that utilize renewable energy efficiently is one of the solutions for further reduction of fossil fuel consumption and greenhouse gas emission. The attraction towards the EV increases in the recent past due to the advancement in power converter topologies as well as the motor drives technology. Especially, PV power utilization for automotive applications is steadily increasing, which increases the efficiency and reliability of the system.

The solar operated EVs become prevalent to control the emission and to obtain economic advantage when compared with fossil fuel-based systems. The smooth dynamic operation, in addition to the steady-state operation, is desired in EV operation. The PV systems exhibit good power handling ability during the steady operation of the
EVs, whereas it cannot fulfil the EV demand during the transient and instantaneous peak power requirement. Therefore, to improve the dynamic response, PV powered EVs are generally equipped with the EV battery storage system. On the other hand, battery alone can provide good dynamic response and durability. Thus, both PV and battery are essential in the EVs to obtain the desired motoring and braking mode. During the motoring/peak demand mode to assist with the propulsion of EV, battery supplies, along with the PV and during regenerative braking mode battery energy can be restored. The PV and EV storages are connected to the common dc bus through the power electronics converter interface, which drives the EV motor.

Significant efforts are being made in EV for optimal selection of motors in view of cost, reliability, power to weight ratio, and size. Earlier research suggests that switch reluctance motor, permanent magnet motors, induction motor, brushless dc motors (BLDC) are suitable options. Although the design cost and maintenance of the inductor motor are less, the BLDC motor is widely accepted in EV application due to higher durability, faster response, high-speed range, self-starting ability and small size. BLDC motor comprises of a permanent-magnet rotor surrounded by a wound stator. Unlike the brushed dc motors, sparking in the brush region is absent and the winding in the stator get commutated electronically in BLDC motors. The BLDC motor also offers a dynamic change from motoring to braking and the composition of the BLDC motor is such that additional thermal cooling is avoided.

A high-power dc/dc converter is a key element that interfaces the PV and EV storage to drive the EVs. The available PV voltage is generally low and in EV application, there is a size constraint for implementation of the PV panels on EV. Therefore, a high gain dc-dc converter is essential to boost the low input PV voltage. Further, the efficiency of the solar PV system is very low, which can be enhanced by integrating the maximum power tracking controller with the dc-dc converters. The sizing of the converter and conversion efficiency elevation under any deviation in the solar irradiation is the key requirements in designing these converters. The dc-dc converter produces a controlled dc output, which is applied to the dc bus that drives the EV motor. A three-phase inverter is generally used to drive the BLDC motor, which can be powered from the dc bus. Further, the converter consistently matches the static and dynamic impedance, so that maximum power is extracted from the solar PV system. The EV storage demands proper charging and discharging. For this purpose, conventional bidirectional dc-dc
converters consisting of two semiconductor switches are employed. The output of the converters is fed to the motor drive for EV functioning.

The prior-art DC-DC converters can be categorized into four types, i.e., single-input single-output (SISO), single-input multiple-output (SIMO), multiple-input single-output (MISO), and multiple input multiple-output (MIMO) type. The conventional buck, boost, buck-boost, cuk, zeta and SEPIC converters are of SISO type. Among these converters, the SIMO type converters can be easily controlled and use less number of components compared to the MISO and MIMO type dc-dc converters. The input PV source can be easily interfaced with the SIMO converter, and the multiple outputs can be used to power a multilevel inverter and also it is also suitable for EV applications. This is because the multilevel inverter requires isolated dc sources and the successful operation of EV requires a power supply for motor as well as for the auxiliaries. Recently developed SIMO converters are the combination of the conventional SISO converters; thus, these structures use a number of inductors and switches to achieve the voltage boosting. In view of the size of the DC-DC converters, number of components, complexity in control and high voltage boosting, there is a long-felt need in the power sector as well in EV application to devise new dc-dc converter with high voltage gain and minimum number of components.

In the prior art, a Chinese specification CN 104218798A discloses high voltage gain bidirectional DC-DC (direct current-direct current) converter based on switching capacitors and coupling inductors. The high voltage gain bidirectional DC-DC converter based on the switching capacitors and the coupling inductors is formed by combining Boost convertors, the coupling inductors and the switching capacitors in interleaved mode. An electric circuit of the high voltage gain bidirectional DC-DC converter based on the switching capacitors and the coupling inductors comprises n/2 coupling inductors T1[L1, L2], T2[L3, L4]... T(n/2)[L(n-1), Ln], 2n high frequency power switches S1, S2... Sn and Q1, Q2... Qn, N-1 high frequency switching capacitors C1, C2... C(n-
1) and two input and output filter capacitors CL and CH.

In another prior art, a Chinese specification CN 104283419A discloses secondary type high-gain boosting converter with switched capacitors and coupled inductor. The secondary type high-gain boosting converter comprises a direct-current input power source, a first inductor, a first diode, the coupled inductor, the first capacitor, a second
diode, a switching tube, a third diode, the second capacitor, a fourth diode, the third capacitor, a fifth diode, the fourth capacitor, a sixth diode, the fifth capacitor, a seventh diode, an eighth diode, the first output capacitor, the second output capacitor and a load.

OBJECT OF INVENTION:

The primary object of the present invention is to develop a high-gain dc-dc converter using less number of passive components and switches for solar-assisted EV.

Therefore such as herein described there is provided a high-gain dc-dc converter for solar-assisted electric vehicle comprising of a switched-capacitor boost module (SCBM); a switched-inductor boost module (SIBM) configured to boost the input voltage and again further divide into two simultaneous outputs; and a closed-loop controller configured for the high-gain converter control, bi-directional converter control, and inverter control; wherein the said SCBM employs self-balanced capacitors that boosts the input voltage magnitude to three-times and the said SIBM increases the SCBM voltage magnitude depending on the duty cycle.

As per another object of the present invention, the high-gain dc-dc converter comprises two different boosting modules. The first module is a switched-capacitor boost module and the second module is a switched-inductor boost module. All the capacitors connected in the first module are self-balanced at input supply magnitude, thereby overcomes the use of external balancing circuits. One inductor connected in the second module further boosts the voltage magnitude, depending on the duty cycle.

Further object is to boost the voltage using five low rating switches out of the total six switches.

As per another object of the present invention, create dual-output from a single-input for multipurpose application. The single-input is from a photovoltaic panel interfaced with the claimed high-gain dc-dc converter that drives the EV motor as well as the auxiliary loads.
As per another object of the present invention, create a common dc-bus for the EV battery and PV integration, which assists the effective power utilization during different EV drive operations.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS:

Fig. 1 illustrates high-gain single-input dual-output dc-dc converter in accordance with the present invention;
Fig. 2 illustrates the working of the switched-capacitor boost module (SCBM)in accordance with the present invention;
Fig. 3 illustrates the working of the switched-inductor boost module (SIBM)in accordance with the present invention;
Fig. 4 illustrates the high-gain dc-dc converter for solar-assisted electric vehicle in accordance with the present invention;

Fig. 5 illustrates the overall closed-loop control circuit of the claimed system in accordance with the present invention;

Fig. 6 illustrates the experimental result of the high-gain dc-dc converter in accordance with the present invention;

Fig. 7 illustrates the experimental result of the PV, battery and BLDC motor indices in accordance with the present invention;

Fig. 8 illustrates the speed-Torque curve of the experimented BLDC motor

Fig. 9 illustrates the performance of the solar-assisted EV during motoring-braking modes in accordance with the present invention;

Fig. 10 illustrates the charging-discharging battery cycle for 25 min continuous running of EV in accordance with the present invention.

DETAILED CIRCUIT DESCRIPTION:

The herein disclosedhigh gain dc-dc converter is the combination of two different modules. These two modules have different roles in boosting the voltage magnitude. Module-1 (M1) consisting of five switches (S1-S5), two capacitors (C1&C2), and one diode (D1) has the ability to boost the voltage magnitude to three-times of the input
source irrespective of different ON time instances of the switches. The M1 composed of switched-capacitors that are self-balanced at the input voltage magnitude using a series-parallel charge balancing technique and are responsible for the boosting of the output voltage. Thus, M1 is named as a switched-capacitor boost module (SCBM). On the other hand, Module-2 (M2) contains one input capacitor (C3), two output capacitors (Co1 &Co2), one switch (S6), and one inductor (L). The inductor of the M2 is mainly responsible for boosting the voltage magnitude in proportion with the duty cycle (d) of the switch S6. The M2 is named as a switched-inductor boost module (SIBM). Fig. 1 shows the disclosed high-gain single-input dual-output dc-dc converter structure. The detailed circuit operation of the proposed converter is explained as follows;

Module 1 (M1): Switched-capacitor boost module (SCBM)

The module M1 doesn’t require an external balancing circuit to maintain its capacitor voltages as they are self-regulated at the desired voltage level. Fig. 2 shows the modes of operation of M1. In the first mode (Mode-a), the input source supplies the power, while the capacitor C1 is charged to input source magnitude (V) through S4&S5. The switch S3 switch is responsible for the series connection of input source and previously charged C1 in the next mode (Mode-b), thus voltage across M2 at this instant is two- times of input source voltage magnitude (VAB = 2V). In parallel, S5 switch is turned ON to charge the C2 capacitor. In Mode-c, the input source is connected in series with C1&C2 through the switches S3&S4 to produce 3V at the output of this module.

Module 2 (M2): Switched-inductor boost module (SIBM)

The module M2 operates in the following modes. Fig. 3 shows the modes of operation of M2.

Mode-1 (Continuous conduction mode and switch ON): In this mode switch S6 is turned ON, thus the inductor (L) starts storing energy. Further, the voltage across the input side capacitor C3 decreases as it continuously discharges through S6 and output capacitor (Co1). The output side capacitors (Co1&Co2) supply to the corresponding loads.
Mode-2 (Continuous conduction mode and switch OFF): The switch S6 is turned OFF in this mode of operation so that the energy stored in the inductor in the previous mode can now be released to the loads. All the capacitors (C3, Co1&Co2) are in charging mode; thus the voltage across the capacitors increases steadily.

Mode-3 (Discontinuous conduction mode and switch OFF): In this mode of operation, the switch S6 remains in the OFF state and the energy stored in the inductor decreases completely to zero. The capacitor C3 continues to hold energy and therefore retains its charge. In this mode, the load demands are full filled by the output side capacitors. Relation between input and output voltage:

The relationship between input and output voltage can be derived by observing the circuit operation of M2 in the Mode-1 and Mode-2. During the ON time (t1) of the switch S6, output voltage of SCBM (VAB) appears across the inductor. Considering the maximum value of VAB, expression for inductor voltage (VL), and inductor current (IL) are given in (1) & (2), respectively.
?? = ?? ? ?? ?? = ?? + ?? + ?? (1)
???
3??
???? =

?? (2)
??
Moreover, during OFF time period (t2) of S6, inductor supplies the energy to the load.
Therefore, voltage across the output can be expressed as (3) and the inductor current expression in (4).
???1 = ??? 2 = ??? = -??
2???

? (?? ?? /2) (3)
???
???? = -

?? (4)
??
Comparing (2) & (4), the expression for the output voltages can be given as following;
1.5?
???1 = ??? 2 =

?? (5)
1-?
?? 1
where duty cycle (d) of S6=

??1 +??2
From expression (5), the proposed converter operates in buck and boost mode with

respect to the maximum value of VAB. When d is less than and greater than 2/3, the converter operates in boost mode and the converter operates in buck mode when the value of d is less than 2/5.
Design of inductance (L):

As expressed in (5), the output voltages of the proposed high-gain converter are directly proportional to the input supply voltage from which expression for d is derived and given in (6). Considering the value of d, FS6 as the switching frequency of the switch S6, and Ri as the ripple factor in the inductor current (IL), inductance value (L) of the proposed converter is calculated in (7) based on the theory that, the energy stored
in the inductor for a complete switching cycle is zero.
? = ???
1.5??+???
?? = 3?? *?
??? 6 *??? *????

(6)

(7)

From (6) and (7), expression for the inductance can be reformulated in terms of the input power (Pin) to the proposed converter as follows;
2
?? = 9??
??? 6 *??? *????

* ???
1.5??+???

(8)

Design of capacitances (C1, C2, C3, C01, C02):

The value of the capacitors used in the SCBM can be evaluated by considering their longest discharging cycle (LDC) for a complete switching cycle. LDC represents the time period during which the capacitor discharges its maximum stored charge. The amount of charge to be transferred (Qc) normally depends on the load values and LDC. In this context, value of Qc and optimal value of the capacitance (Copt) are given in (9) and (10), respectively.
????
?? = 2 * 0

??? ???

(9)
??
????? =
??

*???

(10)

whereIo1 = Io2 = Io is the output current of the converter for an equal loading. Vc and Rv

are the voltage across the capacitor and its voltage ripple factor, respectively.
The LDC of C1 and C2 are expressed in (11) in terms of the switching frequency (FS) of the SCBM. Taking in to account (10) and (11), expression for the capacitors C1 and C2 are given in (12).
LDC ? = 1 -
2???
1

sin -1 3 6
2?? ???
sin -1 5 6

= 1
???
1

* 0.5 -

0.523
2??
0.985

(11)
LDC ?2 = 2?? -

2?? ???

=
???

* 0.5 -

2??
2???

0.523
?1 =
??

*??? 1

*???

* 0.5 -

2??

(12)
2???

0.985
?2 =
??

*??? 2

*???

* 0.5 -

2??
Furthermore, the value of the capacitors used in SIBM can be evaluated using (13) and (14) with the allowance of RV1 and RV2 % of voltage ripple in the input side capacitor (C3) and output side capacitors (Co1&Co2), respectively.
? ?? ?

1

2
(13)
?3 = ?

?? 1

*
*??? 5

3??+???
? ?? ?
?? 1 = ?? 2 = ?? = ?

?? 2

*2???? ? 5

*?? 2 (14)

Switch stress evaluation:

The voltage stress across the switches is a key parameter that decides the switch rating to be used in designing the converter. In the disclosed high-gain dc-dc converter the switches used in the SCBM module face a voltage stress equal to the input voltage magnitude. Thus, low-rating switches can be employed in this module. On the other hand, the switch S6 in the SIBM module withstands a higher voltage stress depending on the duty cycle of the converter. The voltage stress in all switches can be expressed as follows;
???1 = ???2 = ???3 = ???4 = ???5 = ?? (15)
3?
???6 =

?? (16)
1-?
Modes of Operation of Solar-assisted Electric Vehicle:

The disclosed high-gain converter allows the solar-assisted EV system to operate in different modes. Fig. 4 shows the claimed high-gain dc-dc converter integrated solar- assisted electric vehicle system.

Solar PV mode:

During day time, if solar power is sufficiently available, then it can be directly fed to the EV particularly in less accelerative or less slope climbing instances. At the same time, if state-of-charge (SOC) of battery is less than 80 %, then the battery is charged from PV supply. On the other hand, if SOC is greater than 80 %, then the battery can supply the power to EV along with the PV supply during dynamic transient conditions, unavailability or partial shading of PV array, and high slope climbing periods.
Battery mode:

If the solar power is completely not accessible, especially during night conditions, the EV can be operated from battery supply alone. In this mode, the considered battery power is sufficient enough to drive the EV motor. The battery can also be used for supplying the auxiliaries such as music, lighting system, etc.

Parking mode:

During office hours or ideal state of the EV in day time, the power produced by the PV source is wasted. In this context, the produced power can be utilized in the following two ways. If SOC of the battery is less than 80 %, then the battery can be charged from the generated PV power, otherwise the surplus PV power can be fed to the grid or to any external sources. During parking at night time, the battery can be charged from an external source not to hamper the operation in emergency situations.

Regenerative braking mode:

In urban or down-slope areas, the EV motor can continue to operate without requiring external supply i.e., the EV motor enters into the regenerative braking mode. In such a case, the EV motor produces energy which can be retrieved back to charge the EV battery. Therefore, the overall run period of the EV can be enhanced.

EV to EV mode:

In the absence of the charging stations in rural areas, the claimed EV has the provision to interact with other EVs. In this mode, the battery of the EV can either supply power to other EVs or can consume from them.

Control Strategy:

The control of solar PV fed high-gain dc-dc converter driving EV includes high-gain converter control, bi-directional converter control and inverter control. The high-gain converter control loop addresses the maximum power tracking control. The bidirectional converter control loop includes dc-link voltage balancing control and battery current control. The inverter is controlled using the feedback signals from the BLDC motor. The overall closed-loop control circuit is as shown in Fig. 5.
For maximum power point tracking (MPPT) from the PV system, traditional incremental conductance algorithm is adopted. It generates the duty cycle for controlling the switch
S6 in SIBM module and a reference voltage signal for controlling the switches S1-S5 in SCBM module, taking PV voltage and currents as input. The maximum power tracking controller ensures the optima power extraction during any perturbation by continuously matching the converter and dc-bus impedances. The battery assists the PV during motoring and braking of BLDC drive. Smooth variation in battery current is required to improve the battery life during any sudden transients. The bi-directional converter is used to charge and discharge the battery (bi-directional power flow) when required. This converter has two degrees of freedom and thus, the dc-link voltage control and the battery current controls are integrated into a single converter. The dc-link voltage and battery currents are taken into account to generate pulses for the bi-directional converter, which facilitates the buck and boost operation.

A three-phase inverter drives the BLDC motor, which is integrated with a built-in feedback encoder in order to generate the Hall-effect signals by sensing the rotor position. These Hall-effect signals in the form of digital signals are then converted into six switching pulses to operate the switches of the inverter. This process is known as the electronic commutation that provides fundamental frequency switching of the inverter resulting in reduced power loss.

Result Analysis:

A laboratory prototype of the disclosed high-gain dc-dc converter is built to verify the workability. A number of 12N60A4D type IGBTs (insulated gate bipolar transistors) are used in high-gain converter, bi-directional converter and inverter circuit. Three MUR860 diodes, one 660 µH inductor, and five capacitors (C1 = C2 = 33 µF, C3 = 47 µF, C01 = C02 = 100 µF) are also used to assemble the converter. A solar simulator is used to emulate the PV characteristics, which supply a maximum voltage of 50 V while tracking the maximum power. The voltages across capacitors (C1&C2) are self-balanced at input voltage magnitude without using any charge balancing control circuitry. Four 12
V, 7 Ah batteries are used as EV storages. A BLDC motor of 282 W, four-pole, 200 V (rated voltage), 1.2 Nm (rated torque), and 2000 rpm (rated speed) is used as EV motor drive. The EV motor is connected to one output and to the other output lamp loads are connected. A DSP TMS320F28335 control platform is used to generate the desired switching pulses for the six switches. Further, TLP250 based gate driver circuit is used as an isolator and to amplify the pulses. To record the output waveforms and to
analyze the power quality, DL850E Scope Coder is used. Tests are conducted under different dynamic conditions.

The disclosed solar PV-assisted high-gain dc-dc converter is tested under different solar irradiation. Fig. 6 shows the voltage across the components (Vc1-Vc3), the current through the components (IL), output voltage (V01, V02) and current (I01, I02), PWM pulses, and voltage stress of the switches for 1000 W/m2 and 250 W/m2 irradiation. As the irradiation decreases, the duty cycle also changes and thereby all the parameters.
The inductor current ripple and capacitor voltage ripple increases with a decrease in the duty cycle. Voltage stress across each switch verifies that five low rating switches S1-S5 and one high-rating switch S6 is required for designing the claimed high-gain converter. Fig. 7 shows the PV, integrated battery and BLDC motor drive characteristics. Initially, when there is no PV power, battery discharges to drive the EV and the battery continuously charges when there is sufficient PV power available to drive the EV motor.

The three-phase stator currents of the BLDC motor (ISa) and speed response (N) are also recorded in the figure. The speed-torque characteristics of the BLDC motor depicted in Fig. 8 is plotted using MATLAB interface. The EV motor can operate in four different modes, i.e., forward motoring mode, reverse motoring mode, forward braking mode, and reverse braking mode. The stator current, speed and torque characteristics of the BLDC motor are shown in Fig. 9 under the different motoring and braking modes. It is noteworthy that the battery current (Ib) changes from discharging to charging as the mode changes from motoring to braking. Fig. 10 shows the continuous
25 min running cycle of the EV drive. The state-of-charge (SOC) of the battery gradually decreases as the EV drive runs and the battery charge and discharge continually according to the input PV supply. This test is similar to a practical solar- assisted EV running on the road.

Although the foregoing description of the present invention has been shown and described with reference to particular embodiments and applications thereof, it has been presented for purposes of illustration by way of examples and description and is not intended to be exhaustive or to limit the invention to the particular embodiments and applications disclosed. The particular embodiments and applications were chosen and described to provide the best illustration of the principles of the invention and its
practical application to thereby enable one of ordinary skill in the art to utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. All such changes, modifications, variations, and alterations should therefore be seen as being within the scope of the present invention as determined by the appended claims when interpreted in accordance with the breadth to which they are fairly, legally, and equitably entitled.

WE CLAIM:

1. A high-gain dc-dc converter for solar-assisted electric vehicle comprising of:

a switched-capacitor boost module (SCBM);

a switched-inductor boost module (SIBM) configured to boost the input voltage and again further divide into two simultaneous outputs; and
a closed-loop controller configured for the high-gain converter control, bi-directional converter control, and inverter control; wherein
the said SCBM employs self-balanced capacitors that boosts the input voltage magnitude to three-times and the said SIBM increases the SCBM voltage magnitude depending on the duty cycle.

2. The high-gain dc-dc converter as claimed in claim 1, wherein the said two simultaneous boosted outputs are obtained from the said DC-DC converter, which work in combination of said two different modules having different roles in boosting the voltage magnitude is configured for Electric vehicle operation.

3. The high-gain dc-dc converter as claimed in claim 1, wherein the said SCBM consists of five switches (S1-S5), two capacitors (C1&C2), and one diode (D1) configured to boost the voltage magnitude to three-times of the input source irrespective of different ON time instances of the switches.

4. The high-gain dc-dc converter as claimed in claim 1, wherein the said SCBM is composed of switched-capacitors that are self-balanced at the input voltage magnitude using a series-parallel charge balancing technique and are responsible for the boosting of the output voltage.

5. The high-gain dc-dc converter as claimed in claim 1, wherein during operation, the said SCBM includes the different modes of operation comprising of:

- (Mode-a), supplying the input power from source, while the capacitor C1 is charged to input source magnitude (V) through S4&S5and the switch S3which is responsible for the series connection of input source and previously charged C1 in the next mode;
- (Mode-b), switching, S5 switch by turning it ON in order to charge the C2 capacitor, where the voltage across M2 at any instant is two-times of input source voltage magnitude (VAB = 2V) and;
- (Mode-c), connecting the input source in series with C1&C2through the switches

S3&S4to produce 3V at the output of said module.

6. The high-gain dc-dc converter as claimed in claim 1, wherein during operation, the said SIBM includes the different modes of operation comprising of:

- Mode-1 (Continuous conduction mode and switch ON): switching the switchS6by turning it ON, thereby the inductor (L) starts storing energy, where the voltage across the input side capacitor C3 decreases as it continuously discharges through S6 and output capacitor (Co1), and the output side capacitors (Co1&Co2) supply the power to the corresponding loads;
- Mode-2 (Continuous conduction mode and switch OFF): switching the switch S6by turning it OFF so that the energy stored in the inductor in the previous mode is released to the loads, where all the capacitors (C3, Co1&Co2) are in charging mode, and the voltage across the capacitors increase steadily; and
- Mode-3 (Discontinuous conduction mode and switch OFF): switching the said switch S6by turning it to OFF state so that the energy stored in the inductor decreases completely to zero, where the capacitor C3 continues to hold energy and therefore retains its charge, and the load demands are full filled by the output side capacitors.

7. The high-gain dc-dc converter as claimed in claim 6, wherein the said converter operates in buck and boost mode with respect to maximum value of output voltage of SCBM (VAB).

8. The high-gain dc-dc converter as claimed in claim 1, wherein the switches used in the SCBM module face a voltage stress equal to the input voltage magnitude and the switch S6 in the SIBM module and withstands a higher voltage stress depending on the duty cycle of the converter.

9. The high-gain dc-dc converter as claimed in claim 1, wherein the control of solar PV fed high-gain dc-dc converter driving EV includes high-gain converter control, bi- directional converter control, and inverter control.

10. The high gain de-de converter as claimed in claim 1, wherein the closed-loop controller addresses the maximum power tracking control. de-link voltage balancing control, battery current control.