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Design and Analysis of Bidirectional Battery Charger for Electric Vehicle

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Published by : International Journal of Engineering Research & Technology (IJERT)
http://www.ijert.org ISSN: 2278-0181
Vol. 10 Issue 07, July-2021

Design and Analysis of Bidirectional Battery

Charger for Electric Vehicle
Kotla Aswini1 Lanka Sriram4
Department of Electrical and Electronics Engineering Department of Electrical and Electronics Engineering
Lendi Institute of Engineering and Technology Lendi Institute of Engineering and Technology
Vizianagaram, India Vizianagaram, India

Bhasuru Kowshik5
3
Jillidimudi Kamala Department of Electrical and Electronics Engineering
Department of Electrical and Electronics Engineering Lendi Institute of Engineering and Technology
Lendi Institute of Engineering and Technology Vizianagaram,India
Vizianagaram, India

Bugatha Ram Vara Prasad2 Damaraju Venkata Sai Bharani6

Department of Electrical and Electronics Engineering Department of Electrical and Electronics Engineering
Lendi Institute of Engineering and Technology Lendi Institute of Engineering and Technology
Vizianagaram, India Vizianagaram, India

Abstract— The increase in the electric vehicle mobility has autonomous operation. Nowadays, several projects related
encouraged the growth of vehicle to grid technology. The vehicle with smart grids are under development across the globe.
to grid technology allows bidirectional power flow between the Regarding this new approach, especially in homes equipped
battery of electric vehicle and grid. This allows peak load with charging points for EVs, besides the G2V and V2G
shaving, load levelling voltage regulation and improvement of
power system stability. In this project we developed onboard
operation modes the EVs can also operates as voltage source
bidirectional battery charger for Electric Vehicles (EVs) capable to feed the home loads. As example of this new
targeting Grid-to-Vehicle (G2V), Vehicle-to-Grid (V2G), and approach, Nissan presented the “LEAF-to-Home” system.
Vehicle-to-Home (V2H) technologies. During the G2V operation This is a technology that uses energy from the Nissan Leaf
mode batteries are charged from the power grid with sinusoidal batteries to supply the home loads through the “EV Power
current and unitary power factor. During the V2G operation Station” unit [2]. Effectively, smart homes with energy
mode the energy stored in the batteries can be delivered back to management and efficiency solutions will be the first step to
the power grid contributing to the power system stability. In the the smart grid evolution. However, solutions like the “LEAF-
V2H operation mode the energy stored in the batteries can be to-Home” only allows deliver the stored energy in the
used to supply home loads during power outages, or to supply
loads in places without connection to the power grid. Along the
batteries back to the home in the place where the equipment is
paper the hardware topology of the bidirectional battery installed. In this paper a Bi-directional battery is designed that
charger is presented. Some considerations about the sizing of the enables the V2G operation mode in the place where the EV is
AC side passive filter are considered to improve the parked. This battery charger allows receive energy from the
performance in the three operation modes. The adopted power grid (G2V), and deliver back to the power grid part of
topology and computer simulations and validated by the stored energy in the batteries (V2G). From the point of
experimental results achieved view of the power grid, EVs can bring benefits to ancillary
services, compensation of the renewable energy sources
Keywords— Bidirectional Battery Charger; Grid-to-Vehicle
intermittency (providing both backup, storage and load-shift).
(G2V); Vehicle-to-Grid (V2G); Vehicle-to-Home (V2H)
This new approaches are more relevant when looking that
INTRODUCTION private vehicles are parked on average 93-96% of their
Electric Vehicles (EVs), represents a new concept in the lifetime and most of the vehicles [3] are at home between 8
transports sector around the world [1]. As a result, the interest pm and 7 am. The concept of the bidirectional charger with
in technologies for EVs has significantly increasing from the V2G and G2V technologies is introduce in Fig. 1. When the
last few years. In this context, the EVs battery charging EV is connected to the power grid the energy can flow to or
process (Grid-to-Vehicle, G2V) must be regulated to preserve from the EV batteries (G2V and V2G) [4]. In the absence of
the power quality in the power grids. Nevertheless, with the power grid or power outages, the EV can operates as voltages
proliferation of EVs a considerable amount of energy will be source to feed the desired loads. The system is not intended
stored in their batteries, arising the opportunity of the energy for a real-time energy backup, but has an auxiliary energy
flow in opposite direction (Vehicle-to-Grid, V2G). In the storage system. Thus, the transitions between the modes can
future smart grids, the interactivity with the EVs will be one of be seamless.
the key technologies, contributing to the power grid

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Published by : International Journal of Engineering Research & Technology (IJERT)
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Vol. 10 Issue 07, July-2021

In order to accomplish with the maximum amplitude of

the individual current harmonics specified by IEC 61000-3-2
standard, it is mandatory that the full-bridge AC-DC
bidirectional converter controller must be synchronized with
the power grid fundamental voltage [7]. Therefore, a single-
phase Phase-locked Loop (PLL) is the first algorithm
implemented by the digital controller. To accomplish with
this requirement a single-phase PLL in the α-β coordinates is
used. This algorithm produces two sine-waves with unitary
amplitude shifted by 90º: pllα and pllβ. When the PLL is
synchronized with the power grid, the signal pllα corresponds
to the direct component of the power grid fundamental
Fig:1 Bidirectional charger Technology voltage. This signal is used as input to the subsequent digital
control algorithms.
I. BIDIERCTIONAL BATTERY CHARGER The second control algorithm is responsible to calculate
the reference current for the full-bridge AC-DC bidirectional
A. Charger Topology converter. The amplitude of the reference current is achieved
The presented battery charger is composed by two power through the division of the reference active power by the
converters that share a DC link. One is to interface the power power grid voltage, affected by the pllα signal. The reference
grid and the other is to interface the traction batteries [5]. In active power is obtained through a PI controller designed to
order to interface the power grid is used a full-bridge AC-DC keep the DC link voltage regulated. In Fig. 3 it can be seen
bidirectional converter which is shown in fig 2. This the control block diagram to generate the current reference
converter can operate as active rectifier with sinusoidal (iS*). This current control uses the circuit model parameters
current and unitary power factor during the G2V operation and the information from previous samplings to calculate the
mode [6]. During the V2G and V2H operation modes this voltage that the full-bridge AC-DC bidirectional converter
power converter operates as inverter. In the V2G mode the must produce in each switching period, k, and can be resumed
converter operates as controlled current source to inject the by:
required power in the power grid. In the V2H mode, the
converter operates as a controlled voltage source with true
sine-wave output to feed the home loads. In order to interface
the batteries is used a reversible DC-DC converter. In the
G2V operation mode this converter operates as buck
converter to control the current and voltage during the current
and voltage batteries charging stages, respectively.

Fig:3 Control block diagram to generate the current reference of the full-
bridge AC-DC bidirectional converter.

Fig:2 Single-phase bidirectional battery charger topology

II. CONTROL ALGORITHMS

The control algorithms of the two converters is different in
each of the three possible operation modes (G2V, V2G and
V2H) are described as:
Fig:4 Control block diagram of the current control technique
A. Grid-to-Vehicle (G2V) Operation Mode
During this operation mode the full-bridge AC-DC The reversible DC-DC converter is controlled in both
bidirectional converter operates as active rectifier with constant
sinusoidal current and unitary power factor. The reversible
DC-DC converter operates as buck converter.

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Vol. 10 Issue 07, July-2021

current and constant voltage stages as shown in Fig. 5.

During the constant current stage the reference current (iTB*)
is compared with the actual current (iTB). The obtained
current error feeds a PI controller that adjusts the output duty-
cycle through a PWM modulator with a triangular carrier of
20 kHz. When the maximum voltage value recommended by
the batteries manufacturer is reached the control algorithm
changes to the constant voltage stage. In this stage a second
PI
controller is used to maintain constant the output voltage (vTB)
of the reversible DC-DC converter according to the voltage
reference (vTB*).
B. Vehicle-to-Grid (V2G) Operation Mode Fig:5 Control block diagram of the reversible DC-DC converter digital
The full-bridge AC-DC bidirectional converter operates controller: (a) Constant current stage; (b) Constant voltage stage.
as inverter with sinusoidal current and unitary power factor,
and the reversible DC-DC converter operates as a boost
converter [8].
As in the G2V operation mode, in the V2G mode the
full-bridge AC-DC bidirectional converter must be
synchronized with the power grid fundamental voltage. As
aforementioned the synchronization is obtained through a
single-phase α-β PLL in α-β coordinates. The active power to
be delivered to the power grid is established as external input
parameter received from a serial communication port in order
to enable the collaborative integration of the EV in a smart Fig:6 Control block diagram of the reversible DC-DC converter digital
grid context. Therefore, the control algorithm employed in controller during V2G operation mode.
the V2G operation mode is similar to the one used in the G2V
C. Vehicle-to-Home (V2H) Operation Mode
operation mode. Aiming to synthesize the reference current
correspondent to the active power to be delivered it was also During the V2H operation mode the full-bridge AC-
used a predictive current control [9]. DC
In order to the full-bridge AC-DC bidirectional bidirectional converter synthetizes a sine-wave voltage with
converter the desired amplitude and frequency to feed the home loads.
deliver back to the power grid the energy stored in the As in the V2G operation mode the reversible DC-DC
traction converter operates as a boost converter in order to maintain
batteries, the DC link voltage must be slightly greater than the DC link voltage with adequate amplitude for the proper
the operation of the full-bridge AC-DC bidirectional converter
peak value of the power grid voltage. For such intent, the [11].
reversible DC-DC converter has to operate as a boost As the power absorbed by the loads is not constant and
converter, once the traction batteries voltage is smaller than changes along the time, the power absorbed from the traction
the required to the DC link voltage. The traction batteries batteries must follow this load variation in order to maintain
voltage does not suffer significant variation during short time the DC link voltage regulated. Since the full-bridge AC-DC
periods, consequently the regulation of the active power bidirectional converter only controls the output voltage
delivered back to the power grid can be done by the amplitude and frequency, the regulation of the DC link
absorption of a constant current from the traction batteries voltage
[10]. However, as the batteries voltage decreases along the has to be done by the reversible DC-DC converter [12].
discharging process it is necessary to increase the reference The control algorithm of the full-bridge AC-DC
current to maintain the active power constant. The division of bidirectional converter applied in this operation mode is
the reference active power (P*) by the traction batteries presented in Fig. 7. The reference voltage is obtained from a
voltage (vTB) results in the traction batteries reference current sine table stored in the internal memory of the digital
(iTB*). The error between this current (iTB*) and the actual controller. In a voltage source inverter controlled in voltage
current (iTB) feeds a PI controller that adjusts the duty-cycle mode, the control of the output voltage is done directly by
for a 20 kHz PWM modulator, as shown in Fig. 6. adjusting the duty-cycle value of the PWM modulator [13].
In order to enhance the quality of the produced
waveform it is important to compensate the IGBTs dead-time
effect and the voltage drop in the inductance of output filter,
L1. So, the voltage that the full-bridge AC-DC bidirectional
converter must produce is the reference voltage minus the
inductance voltage. In this control algorithm the inductance
voltage is expressed with minus signal due to the signal
arbiter as positive for the AC side current (positive from the

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grid to the power converter) [14]. In order to maintain the DC

link voltage regulated is used the control algorithm presented
in Fig. 8. The reference of the DC link voltage is compared
with the actual voltage and the resultant error feeds a PI
controller that adjusts the duty-cycle for a 20 kHz PWM
modulator [15].

Fig:10 Proposed Simulink model of DC-DC converter with battery controller

Fig:7 Control block diagram of the full-bridge AC-DC bidirectional

converter digital controller during V2H operation mode.
IV. RESULTS AND DISCUSSIONS
Simulation is conducted to test the performance of
III. SIMULATION OF THE BIDIRECTIONAL
the proposed bidirectional controller under, Grid to vehicle
CHARGER
and Vehicle to grid operation. The battery initial SOC is set
to 50 percent. This value is chosen to ensure that the battery
is able to receive or supply power when necessary.
Initially, the simulation requires some times to start
up and stabilize. This procedure takes around 1 minute.
1.G2V:
To operate in G2V (Grid to Vehicle) mode switch has to
be set to 0.
a) SOC gradually increasing from point 58 because we
have to set the initial state of charge to 60%.
b) Current = -22 A to -28 A (Negative value referring
that the battery is charging state).
c) Grid voltage (Vgrid)will be positive and 249 V
(+_3V) and Inverter voltage (V_inv) have to be ‘0’
but there is a likage voltage is flowing on of (0.2-
0.5) but if we observe the 3rd waveform
Fig:8 Simulink model of Bidirectional electric charger combination, the V_inv is at 0.
d) V_inv can be made 0, by substituting the perfect
filter circuit value after rectification process.

Fig:11 Simulation results of Battery graph for Grid to Vehicle Operation

Fig:9 Proposed Simulink model of AC/DC converter with controller circuit

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V. ANALYSIS OF BIDIRECTIONAL CHARGER

With reference to the simulation results, the measured battery

current is able to follow the reference battery current
throughout the simulation process. This shows that the design
and analysis of bidirectional battery charger has successfully
controlled the direction and magnitude of current flow

Mode of SOC VOLTAGE CURRENT

Fig:12 Simulation Voltage graph for Grid to Vehicle Operation
operation

2. V2G:
G2V (Grid 60%(increasing) 249.4 V -22 A
During V2G operation, SOC will decrease and battery current to vehicle
and battery voltage will be positive. mode)
To operate in V2G mode the switch has to be set to 1.
a) SOC gradually decreasing from point 58 because we V2G 60%(decreasing) 247.2V 24.72 A
have to set the initial state of charge to 60%. (Vehicle to
b) Current = 22 A to 28 A (Positive value referring that Grid mode)
the battery is discharging and been utilized by grid,
motor, home or Emergency Purposes).
VI.CONCLUSIONS
c) Voltage =249(+_3V).
This project presents the development of an on-board
bidirectional battery charger for Electric Vehicles (EVs)
d) V_grid and V _inv need to synchronous because we
capable of work in the operating modes Grid-to-Vehicle
are sending back the power to grid so, the voltage
(G2V), Vehicle-to-Grid (V2G) which consist in important
magnitude should be equal and need to be in Phase.
technologies for targeting the future smart grids scenario. The
(Similar concept when we try to perform two
hardware topology and the control algorithms of the
transformer in parallel, we need to check for the
presented battery charger are validated through computer
synchronous between them).
simulations, using the MATLAB software, and also through
experimental results, achieved with a developed laboratory
prototype. Since this work only intends to validate the
topology and the control algorithms, the developed prototype
that supports this work is intentionally oversized. The
experimental results obtained with the three operation modes
(G2V, V2G) are in accordance with the expected, validating
the viability of the proposed topology.
Bidirectional technology (allowing electricity to flow into and
out of EVs) has only just become advanced enough for more
people to use it. As the tech gets better with time, so will its
potentialities. As an EV owner, you only stand to gain by
going for a bidirectional charger. From making extra income
by selling energy back to the grid to becoming energy self-
Fig:13 Simulation Battery graph for Vehicle to Grid Operation sufficient – going bidirectional comes with clear pay- offs.
The bidirectional charger is developed which is to be used for
the V2G and G2V power flow. It means a charging and
discharging with one unit are possible, with the design
proposed. It operates in constant current; constant voltage
battery charging methods are happening in unit power factor
changing. The operating parameters can be adjusted by
varying the control signal from the controller. This design
allows the charging and discharging operation at the different
power level.

Fig:14 Simulation Voltage graph for Vehicle to Grid Operation

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