Seminar Report 2020 DLPCS EV

CHAPTER 1

INTRODUCTION

The demand for Electric Vehicle (EV) is increasing because of its reduction in
fuel usage and greenhouse gas emissions. EVs need a significant amount of energy
storage systems for their continuous propulsion. The battery chargers play a vital role in
the development of EVs, as the vehicle needs frequent charging. The charging station
helps reduce on-board energy storage requirements and costs. EVs have not yet gained
full acceptance as the cost of batteries is high, and the life of the cells is low; at the same
time, there is a lack of charging infrastructure. Another drawback is that the battery
chargers can induce harmonics into the electric utility systems. The Electric vehicle
requires a battery bank that can be charged from the conventional or non-conventional
sources. Mostly in the case of non-conventional source, the solar PV is widely used for
electric vehicle charging because of reduced emission and pollution, which is more
prominent in fuel cells. Battery charging is done in two ways: On-board charging and
Off-board charging.

Further, they are classified as unidirectional and bidirectional chargers. The

unidirectional load allows the operation in Grid -to-Vehicle (G2V) mode, in which the
traction batteries can be charged from the utility grid. The main advantage of
unidirectional charging is that it reduces the size, mass, and cost of charger and improves
the reliability of the system. The bidirectional chargers operate in both modes, Grid-to-
Vehicle (G2V) mode for battery charging and Vehicle to Grid (V2G) mode to feed the
power back to the grid. The main drawback in V2G method is the battery degradation
caused due to cyclic charging and discharging . The battery charger plays a significant
role in utilizing the battery to its maximum capacity. Figure shows the block diagram of
the primary battery charging system for the electric vehicles. Basically, are divided into
two different stages. The first stage comprises of AC-DC conversion, and the second
stage contains DC-DC conversion. The ripple content at the output of AC-DC Converter
is minimized by using a filter capacitor at the output of the bridge rectifier. The rectified
voltage is given to the DC-DC converter, which steps down the voltage for battery
charging. The amount of power transfer between input and the output is controlled by
adjusting the duty cycle of the switch in the DC-DC converter. Basic block diagram of the

Dept. of EEE 1 UEC Vallivattom

Seminar Report 2020 DLPCS EV

battery charging system Various topologies for the battery chargers of EVs operating in
G2V mode is mentioned in the literature. Basically, there are two types isolated and non-
isolated.

The choice of topology depends on the power requirements of the charger and its
suitability. The non-isolated buck and boost converters are suitable for low power
applications due to its simplicity and fewer components than other topologies. Similarly,
the buck-boost derived topologies like Cuk and SEPIC, are ideal for the power rating up
to 500 watts. The isolated topologies like Half-bridge, Full-bridge, Push-pull have low
Total Harmonic Distortion (THD) as compared to the non-isolated topologies and are
suitable for power level up to 1000 watts. A cascaded buck-boost converter topology for
an on-board battery charger with power factor improvement, and reduced distortion in the
source current to ensure reliable operation of the converter has been proposed in . The
buck converter with variable width PWM switching is as proposed in and the
conventional method is then compared with the proposed method for parameters like
THD, power factor, battery charging current and the voltage.

Some soft switching techniques using Zero Voltage Switching (ZVS), and Zero
Current Switching (ZCS) are explained in that help in the reducing the complexity of
control mechanism and number of components. The battery charger operates in two
modes. Firstly, the battery is charged under Constant Current (CC) mode, where there is
an increase in the battery voltage depending upon the State of Charge (SOC). Later, when
the battery voltage reaches the rated value, the battery goes to Constant Voltage (CV)
mode where the battery voltage is kept at a reference value, and current is decreasing. As
far as the charging current of the battery is concerned, the ripple plays an important role
in the performance of the battery. The different current ripple reduction methods are
discussed and compared based on their performance for a 3 phase, 5 kW battery charger
in . The production of lead-acid, as well as the lithium- ion batteries are analyzed under
both good as well as bad conditions, and the estimation of the parameters like SOC,
charging rate (C-rate) are as explained in by using experimental setup. The lead-acid
battery using a pulse frequency technique has prolonged battery life and improved
charger efficiency. In the design and implementation of a bi-directional converter for
electric bikes the energy is recycled to improve the battery performance, and electrical
capacity estimation strategy promotes the system reliability. A novel battery charging
system for DC-DC converter with a micro-controller unit is as analyzed in the system

Dept. of EEE 2 UEC Vallivattom

Seminar Report 2020 DLPCS EV

provides maximum energy transfer to the battery bank and increased life because of high
SOC. The design and simulation of the battery charging for low power applications is
presented in this paper. The model comprises of a 210 W battery charger fed from a
single phase AC supply along with bridge rectifier and dc-dc buck converter for charging
operation. The State of Charge (SOC), current and voltage of the battery is considered for
analyzing the performance.

Dept. of EEE 3 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 2

TYPES OF CHARGING SYSTEMS

2.1 UNIDIRECTIONAL SYSTEM (V2G)

Fig 2.1 Unidirectional system

The smart charging of electric vehicles (EVs) in grid-to-vehicle (G2V) networks

has evolved as a potential solution to enhance the energy efficiency and stability of the
grid. However, uncontrolled charging of EVs can lead to the grid instability, which can be
avoided if the charging of EVs is appropriately scheduled in the grid. Motivated by this,
we herein proposed two algorithms viz., centralized charging algorithm (CCA) and
iterative decentralized charging algorithm (IDCA) to optimally schedule the charging of
EVs in G2V networks. In CCA, the central aggregator instructs the sub-aggregator (i.e.
EVs aggregator) to collect the charging request from the set of EVs. Whereas, in IDCA,
the charging request of EVs is controlled only by the central aggregator

Advantages

 Simplicity of Design
 Efficient
 Battery Distortion is Less
 Economical

Dept. of EEE 4 UEC Vallivattom

Seminar Report 2020 DLPCS EV

Disadvantages

 Weight of Vehicle Increased

 Slow Charging

Fig. 2.2 Bi-Directional System

Fig. 2.3 Vehicle-to-grid (V2G) System

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Seminar Report 2020 DLPCS EV

Vehicle-to-grid (V2G) describes a system in which plug-in electric vehicles, such

as battery electric vehicles (BEV), plug-in hybrids (PHEV) or hydrogen fuel cell electric
vehicles (FCEV), communicate with the power grid to sell demand response services by
either returning electricity to the grid or by throttling their charging rate. V2G storage
capabilities can enable EVs to store and discharge electricity generated from renewable
energy sources such as solar and wind, with output that fluctuates depending on weather
and time of day.

V2G can be used with gridable vehicles, that is, plug-in electric vehicles (BEV
and PHEV), with grid capacity. Since at any given time 95 percent of cars are parked, the
batteries in electric vehicles could be used to let electricity flow from the car to the
electric distribution network and back. A 2015 report on potential earnings associated
with V2G found that with proper regulatory support, vehicle owners could earn $454,
$394, and $318 per year depending on whether their average daily drive was 32, 64, or
97 km (20, 40, or 60 miles), respectively.

Batteries have a finite number of charging cycles, as well as a shelf-life, therefore

using vehicles as grid storage can impact battery longevity. Studies that cycle batteries
two or more times per day have shown large decreases in capacity and greatly shortened
life. However, battery capacity is a complex function of factors such as battery chemistry,
charging and discharging rate, temperature, state of charge and age. Most studies with
slower discharge rates show only a few percent of additional degradation while one study
has suggested that using vehicles for grid storage could improve longevity

Applications

 Peak load leveling

 Backup power

Advantages

Plug-in electric vehicles (PEVs) can behave either as loads or as distributed

energy sources in a concept known as vehicle-to-grid (V2G). The V2G concept can
improve the performance of the electricity grid in areas such as efficiency, stability, and
reliability. A V2G-capable vehicle offers reactive power support, active power regulation,

Dept. of EEE 6 UEC Vallivattom

Seminar Report 2020 DLPCS EV

tracking of variable renewable energy sources, load balancing, and current harmonic
filtering. These technologies can enable ancillary services, such as voltage and frequency
control and spinning reserve. Costs of V2G include battery degradation, the need for
intensive communication between the vehicles and the grid, effects on grid distribution
equipment, infrastructure changes, and social, political, cultural and technical obstacles.
Although V2G operation can reduce the lifetime of PEVs, it is projected to be more
economical for vehicle owners and grid operators

Disadvantages

 Heating issue in battery

 Rate of battery distortion is high

Dept. of EEE 7 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 3

BASIC BLOCK DIAGRAM

Fig 3.1 Basic Block Diagram

The battery charger plays a significant role in utilizing the battery to its maximum
capacity. figure shows the block diagram of the primary battery charging system for the
electric vehicles. Basically, are divided into two different stages. The first stage
comprises of AC-DC conversion, and the second stage contains DC-DC conversion. The
ripple content at the output of AC-DC Converter is minimized by using a filter capacitor
at the output of the bridge rectifier. The rectified voltage is given to the DC-DC
converter, which steps down the voltage for battery charging. The amount of power
transfer between input and the output is controlled by adjusting the duty cycle of the
switch in the DC-DC converter.

Fig 3.1 Basic block diagram of the battery charging system Various topologies for
the battery chargers of EVs operating in G2V mode is mentioned in the literature.
Basically, there are two types isolated and non-isolated. The choice of topology depends
on the power requirements of the charger and its suitability .The non-isolated buck and
boost converters are suitable for low power applications due to its simplicity and fewer
components than other topologies. Similarly, the buck-boost derived topologies like Cuk
and SEPIC, are ideal for the power rating up to 500 watts .The isolated topologies like
Half-bridge, Full-bridge, Push-pull have low Total Harmonic Distortion (THD) as
compared to the non-isolated topologies and are suitable for power level up to 1000 watts.
A cascaded buck-boost converter topology for an on-board battery charger with power
factor improvement, and reduced distortion in the source current to ensure reliable

Dept. of EEE 8 UEC Vallivattom

Seminar Report 2020 DLPCS EV

operation of the converter has been proposed in. The buck converter with variable width
PWM switching is as proposed in and the conventional method is then compared with the
proposed method for parameters like THD, power factor, battery charging current and the
voltage. Some soft switching techniques using Zero Voltage Switching (ZVS), and Zero
Current Switching (ZCS) are explained in that help in the reducing the complexity of
control mechanism and number of components.

The battery charger operates in two modes. Firstly, the battery is charged under
Constant Current (CC) mode, where there is an increase in the battery voltage depending
upon the State of Charge (SOC). Later, when the battery voltage reaches the rated value,
the battery goes to Constant Voltage (CV) mode where the battery voltage is kept at a
reference value, and current is decreasing . As far as the charging current of the battery is
concerned, the ripple plays an important role in the performance of the battery.

Dept. of EEE 9 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 4

VARIOUS TOPOLOGIES FOR BATTEREY CHARGERS

4.1 ISOLATED SYSTEM

Electrical separation between the input and output of a DC-DC converter.

Eg:- Push-pull, half bridge and full bridge.

4.2 NON ISOLATED SYSTEM

DC-DC converter has a dc path between its input and output.

Eg:- Buck, Boost and Buck-boost.

Dept. of EEE 10 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 5

DESIGN OF ELECTRICAL CHARGING SYSTEM

The necessary design formulas for the different components required for the battery
charging have been presented in the following subsections. The block diagram consist of
two parts ac to dc conversion and dc to dc conversion .

Fig 5.1 Design Of Electrical Charging System

The first part of block diagram is ac to dc converter .there is a bridge diode

rectifier used for that purpose. The second part is dc to dc converter there is vusing a buck
converter for that purpose . And using a pwm generator for adjusting the power flow
between input and output of dc to dc converter By varying the dutycycle of second
converter we can adjust the power flow between input and output

5.1 DESIGN OF AC TO DC CONVERTER

One of the most commonly used AC-DC converters is a diode bridge rectifier for
low power applications. In this paper, the input AC voltage is converted to DC.The
rectified output voltage contains a very high amount of AC ripples, which is reduced by

Dept. of EEE 11 UEC Vallivattom

Seminar Report 2020 DLPCS EV

using filters. A capacitor filter helps in reducing the output voltage ripple to 10% of the
output voltage

Id
C= = 4 mF
2× f ×V d

Where C= CAPACITANCE of first converter

Vd=ripple in output of rectifier

F=fundumental frequency

5.2 DESIGN OF DC TO DC CONVERTER

The detailed design of the buck converter [18] is as presented in this sub-section.
The duty ratio of buck converter is obtained in equation (2). Considering battery voltage
as 60 V and the input voltage of 160 V from the above calculation of equation

Vo
D= = 0.375
Vd

L= ( )
V d −V o
iL × f s
= 2 mH

2
T S V o(1−D )
C= = 2µF
V o× 8 L

Where D = DUTY CYCLE

L= INDUCTANCE

C =CAPACITANCE

Vo=output voltage of converter

Vd=input voltage of converter

5.3 SELECTION OF BATTERY

A Lead Acid Battery of 48 V, 35 Ah (4 packs of 12V, 35Ah) rating is selected for

analyzing its State of Charge (SOC), current and voltage. The charging Current required

Dept. of EEE 12 UEC Vallivattom

Seminar Report 2020 DLPCS EV

for the battery is 3.5 Amp, considering C-rate of 0.1 C using Constant Current (CC)
charging

5.4 CONTROL STRATEGY FOR BATTERY CHARGING

The control strategy for the charging of leadacid battery using a Constant Current
(CC) method through the PI controller. The battery reference current is generated and
compared with the actual current , thereby the error signal is obtained. This error can be
minimized by using PI Controller. The signal from the PI controller is compared with the
saw-tooth wave in the PWM generator to create the gate pulses for varying the duty cycle
of the converter switch. The control loop is mainly responsible for controlling the current
according to the switching of the converter. This type of control strategy is widely used
for all types of batteries which are used in electric vehicle application and ensures reliable
operation of the system. The simulation results for the battery charging system for the low
power applications is illustrated in the next part. The performance of the battery charging
system is analysed from the following results.

Dept. of EEE 13 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 6

SIMULATION RESULTS

The simulation has been carried out in MATLAB/Simulink for the circuit. Table
6.1 shows the design specifications for the battery charging system. Here the buck
converter is designed considering necessary parameters required for battery charging.

Table 6.1 Design specifications of buck converter

6.1 SIMULATION OF AC TO AC CONVERTER

The diode bridge rectifier is supplied from a single phase, 50 Hz grid supply. The
voltage waveforms for the bridge rectifier is as shown in Fig 3. The output voltage for the
bridge rectifier is 160 V and the peak to peak output voltage ripple obtained is 12 volts. It
is found that the ripple at the output of the rectifier is within the permissible limit of 10%.

Fig. 6.1 Simulation Graph of AC To AC Converter

Dept. of EEE 14 UEC Vallivattom

Seminar Report 2020 DLPCS EV

6.2 SIMULATION OF A DC TO DC CONVERTER

The rectified DC voltage obtained at the output of the rectifier is applied to the
buck converter. The waveform of switching pulses generated by the PWM generator for
the operation of a buck converter with the desired duty cycle is as shown in Fig 6.2

Fig 6.2 Duty Cycle Of Buck Converter

The waveform of the inductor Current is as shown in Fig 6.2. Peak to peak inductor
current

Fig. 6.3 Inductor Current

is 3.7A. It is seen that the Converter is operating in Continuous Conduction Mode

(CCM). The simulation results obtained shows that the inductor current ripple obtained is

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Seminar Report 2020 DLPCS EV

0.05 A, which is approximately equal to 1% of the charging Current as per the

permissible limit of the ripple current, that ensures safe and reliable operation of the
Converter for the battery charging application. The waveform of the output voltage of the
buck converter is as shown in Fig 6.3. The output voltage ripple obtained is within the
specified limit of 10% for an average output voltage of 57.5 volts. The output voltage
ripple obtained is 2 Volts. The SOC increases gradually in this case with the increase in
the charging voltage of the battery.

Fig 6.4. Shows the State of Charge (SOC) for the lead acid battery by considering SOC of
80%.

Fig. 6.5 Current wave form

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Seminar Report 2020 DLPCS EV

The Charging voltage and the charging current waveforms of the cell are shown in
Fig.6.5 and 6.6, respectively. It has been observed that the output voltage rises from the
nominal voltage remain constant at 48.8 V.

Fig. 6.6 Voltage wave form

Dept. of EEE 17 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 7

ADVANTAGES & DISADVANTAGES

7.1 ADVANTAGES

 Charge at low power level

 Recharge at any place within electrical outlet
 Problem of battery heating is not concerned
 Reliable
 Economical

7.2 DISADVANTAGES

 Weight of electrical vehicle is added

 Slow charging

Dept. of EEE 18 UEC Vallivattom

Seminar Report 2020 DLPCS EV

CHAPTER 9

CONCLUSION

With the development of technology, EV has become more promising. EVs with
unidirectional chargers can charge the battery from the power grid with less complexity.
In this paper, the unidirectional on-board battery charging station for an electric vehicles
is being simulated using MATLAB/ Simulink and results are obtained. This battery
charging system design is suitable for household applications. The capacitor filter reduces
the output voltage ripple of the bridge rectifier. Here, Constant Current control is used for
charging the battery. The characteristics of both the charging current and the voltage have
been observed and verified.

Dept. of EEE 19 UEC Vallivattom

Seminar Report 2020 DLPCS EV

REFERENCES

1. SAE Electric Vehicle and Plug-in Hybrid Electric Vehicle Conductive Charge
Coupler, SAE Standard J1772, Jan. 2010.
2. J. Beretta, Automotive Electricity, New York, Wiley, 2010.
3. Longo, M., Yaici, W. & Foiadelli, F. “Electric vehicles charged with residential’s
roof solar photovoltaic system: A case study in Ottawa” IEEE 6th International
Conference on Renewable Energy Research and Applications (ICRERA), 2017.
4. Prasad R., Namuduri C. and Phillip Kollmeyer, “Onboard unidirectional
automotive G2V battery charger using sine charging and its effect on liion
batteries”. IEEE Energy Conversion Congress and Exposition (ECCE), 2015.
5. D. C. Erb, O. C. Onar, and A. Khaligh, “Bi-directional charging topologies for
plug-in hybrid electric vehicles,” in Proc. IEEE Application in Power Electronics
Conference, Feb. 2010.
6. S.Y. Kim, H.S. Song, and K.Nam, “Idling port isolation control of three port
bidirectional converter for EVs,” IEEE Transaction on Power Electronics., vol.
27, no. 5, pp. 2495–2506, May 2012.
7. Radu P.V, & Szelag, A. “A Cuk converter integrated with lead-acid battery and
super-capacitor for stationary applications”,18th International Scientific
Conference on Electric Power Engineering (EPE),2017.
8. A.V.J.S.Praneeth, Lalit Patnaik, Sheldon S Williamson, “ BoostCascaded-by-
Buck Power Factor Correction Converter for Universal On-board Battery Charger
in Electric Transportation, “IECON 2018 - 44th Annual Conference of the IEEE
Industrial Electronics Society,2018.
9. 2016 IEEE Smart Energy Grid Engineering (SEGE). [18] N. Mohan, T. M.
Undeland, and W. P. Robbins, Power Electronics: Converters, Applications and
Design. Hoboken, NJ, USA: Wiley, 2009

Dept. of EEE 20 UEC Vallivattom