2020 2nd International Conference on Smart Power & Internet Energy Systems
Bidirectional Power Flow Control of Solar PV Array
Based Multifunctional E-Mobility Charger
Saurabh Shukla, Member, IEEE, Ahmed Al-Durra, Senior Member, IEEE, Tarek H. M. El-Fouly, Senior Member, IEEE,
and Ehab F. El-Saadany, Fellow, IEEE
Advanced Power & Energy Center, EECS Department, Khalifa University, Abu Dhabi, UAE
saurabh.shukla.ee@gmail.com
Abstract— This paper deals with bidirectional power flow based
solar photovoltaic array powered electric vehicle (EV) charger
with reactive power compensation. This configuration consists of
a solar PV array that charges storage battery of EV and feeds the
grid with remaining power simultaneously. For extracting
maximum power, DC-DC boost converter is used and a three-
phase voltage source converter (VSC) is used for the DC link
voltage regulation. This arrangement provides extra opportunity
to earn revenue at high electricity tariff by discharging energy to
the grid. The proposed configuration is equally capable of reactive
power balance. A brushless DC (BLDC) motor is used for ancillary
purpose and is powered by battery charger under grid outage
condition. The proposed charger is modelled and its performance
is tested under different conditions of active and reactive power
flow control in MATLAB/ Simpower system toolbox with the
harmonic contents of grid current within 5% in every mode as per
IEEE 519 standard. The charger is designed with three-phase, 230
V, 50 Hz utility grid.
Keywords— Bidirectional power flow, E-Mobility, Direct power
control, Power quality, Vehicle to grid (V2G), Grid to vehicle
(G2V), BLDC Motor
I. INTRODUCTION
The advancement of E-mobility has emerged as a promising
solution to deal with the problem caused by fossil fuel-based-
vehicles [1]. However, the acceptance rate of E-mobility in the
society mainly depends on the charging infrastructure [2]. Till the
date, non-renewable resources are used for electricity generation to
fulfill the charging requirement. However, researches are thriving
towards reducing the reliance of the chargers on these sources and
gradually replacing them with renewable sources, such as solar,
wind etc., thereby making this clean and green affair [3]. These
renewable sources are mainly solar PV array-based [4] and wind
energy-based [5]. However, these revamp the requirement of
power carrying capability of the transmission line which in turn
increases loss. Therefore, one simple solution has been provided in
[6], which supports the installation of the solar PV array at the
charging station. This provides a local solution, where the power is
generated locally and used there itself [7]. This also reduces the
cost incurred in upgrading the power transmission lines. An extra
facility is also provided in enabling the charger to be charged by
PV array that it does not require power to charge when the tariff is
high [8]. Various literature also deals with the installation of solar
PV panels in parking areas for fulfilling the purposes of providing
shades and charging the vehicle simultaneously [9]. Therefore, the
use of solar PV array-based charging station not only avoids the
overloading of the grid but it also minimizes the operational cost
of the charging station.
The PV array-based E-mobility has been reported in various
literature. The grid integration to this system eliminates the
intermittency of solar PV array whereas PV array integration
provides the alternative charging source for the system [10]. EV
battery can be a great source of energy to deliver it to the utility as
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the parking time of the electric vehicle is almost 90% of their
lifetime. Therefore the vehicle-to-grid mode has been discussed in
detail in [11]. Moreover, the concept of feeding unutilized solar
and battery power to grid for additional assistance has been
discussed in [12]. The reactive power support can also be provided
by using VSC with proper control technique as the installation of
capacitor bank for reactive power compensation is costly, and
reactive power transmission from source to load causes losses in
the transmission line. The reactive power compensation through
VSC has been reported in [13]. Nowadays most of the loads are
nonlinear, and they draw non-sinusoidal current from the grid. The
harmonics injection in the utility due to various nonlinear loads has
been discussed in [14] with probable solutions from the perspective
of the charger in the V2G mode for improving the power quality of
the grid.
Therefore, the proposed configuration consists of one boost
converter for MPPT, VSC for DC link voltage regulation, direct
power control (DPC) for bidirectional power flow control.
Therefore, this configuration provides us a retrofit solution of the
bi-directional charger system with modified control algorithm.
The main objective of this paper can be summarized as
follows:
• The unique control scheme is capable to charge the battery from
the grid under partial insolation condition. Therefore, it can
distinguish different conditions and control the power flow
direction. During an optimum level of charging it can discharge
the power to the grid.
• Apart from active power balance, reactive power compensation
can also be taken care of through VSC of the charger.
• The proposed system utilizes the DC-DC boost converter for
MPPT. The use of MPPT control algorithm generates the
switching pulses for the boost converter, ensuring MPPT at every
insolation level.
• During a grid power outage, the discharging of the battery is used
to drive a 2.2 Nm brushless DC (BLDC) motor drive for ancillary
purposes.
• During each mode, the grid current harmonics content always
remains within 5% as per the guidelines imposed by IEEE 519
standard.
II. CONFIGURATION OF SYSTEM
Fig.1 shows the schematic of the proposed system comprising
of PV array and three-phase grid charging the E-mobility
battery in the off-board fashion. The source-to-vehicle charging
is done till it reaches the maximum charging limit (here 80%
SOC) and it is termed here as S2V mode. The V2S mode is
achieved through the same control by sensing SOC. As the SOC
reaches its limit of 80%, the charger starts discharging and
feeding to the grid. The power balance is maintained such that
the PV array in its rated insolation condition is just sufficient to
charge the battery with no power required from the grid side.
391
As the insolation drops down, the rest of the power is fed by the  V pv D1   334 × 0.17 
grid. The detail of the power flow management is discussed in L≥ = 3 
≈ 3.65 mH (2)
subsequent section one-by-one.  ∆iL f sw   0.25 × 6.4 × 10 × 10 
A small BLDC motor drive is used for ancillary purposes C. Ripple Filter Design
and is operated during the grid removal condition. If the battery
is fully charged and there is sudden grid power outage A series combination of resistor and capacitor is used to
condition, it senses the abnormalities and disconnected from the suppress the voltage harmonics due to the switching of the VSC
system and starts feeding the BLDC motor drive. by providing a high and low impedance path for the system
In the S2V mode, the VSC operates as a rectifier, and the frequency and higher-order harmonics, respectively [15].
DC-DC converter operates in the buck mode to lower the output The ripple filter parameters as selected to meet the criteria,
voltage to charge the battery, while in the V2G mode, the RfCf << Tsw2; where Rf, Cf and Tsw2 are the values of ripple filter
battery voltage is boosted to the DC link voltage in the boost resistance, ripple filter capacitance, and switching time,
mode and VSC operates as an inverter. respectively.
The DC link capacitor is responsible for the bidirectional Considering RfCf = Tsw2/4, Tsw2 = 1/10000 s and Rf = 5 Ω, Cf
power transfer during the EV charging and discharging modes. is estimated as,
In addition, the output filter inductor (Lb) prevents the ripple Tsw 2 1
current injection from the DC link capacitor into the storage Cf = = ≅ 5 µF (3)
battery. The grid side interfacing inductors (Ls) are used to 4R f 10000 × 4 × 5
mitigate grid current harmonics caused by the AC-DC
conversion in order to achieve ripple-free sinusoidal grid D. Boost Inductor Design for the Bidirectional Buck-Boost
currents. The switching harmonics is prevented from being Converter
injected into the grid by using a ripple filter at PCC. The duty cycle (D) for the boost converter is found to be 0.4 by
the following relation.
Vbat V * −V 240
Vdc* = or Dbat = dc * bat = 1 − = 0.4 (4)
(1 − Dbat ) Vdc 400

Therefore, the boost converter inductor can be calculated

using the following equation,
V × Dbat 240 × 0.4
Lb = bat = = 5.48 mH (5)
∆I bat × f s 0.25 × 7 × 10000

where fs is the switching frequency of 10 kHz and ΔIbat is the

ripple allowed in the current and is equal to 0.25 A.
IV. DIRECT POWER CONTROL FOR GRID CONVERTER
Fig.1 Overall schematic of the PV array-based bidirectional charger
The bidirectional power flow control is achieved here by direct
III. DESIGN PARAMETERS OF THE SYSTEM power control (DPC) as shown in Fig. 2, in which the active
This section presents the basic design equations of the ripple power (P) component is the output of DC link voltage controller
filter and boost inductor for the bidirectional buck-boost multiplied by the reference DC link voltage (Vref) equal to 400
converter. V. The reference reactive power (Q*) is set to the value to be
compensated, which is seen to be followed by the actual
A. Design of Solar PV Array reactive power component indicating the perfect compensation
The design criterion for the solar Pv array is the peak power by this control. The power is regulated such that the battery is
requirement of the battery. Here, a 240 V, 10 Ah battery is charged by the PV array power when insolation is at its peak
selected for simulation. For this purpose the peak power rating since the PV array is designed to charge the battery to its full
of the solar PV array selected is 2.5 kW. Therefore, 19 modules capacity at rated insolation. Departing this condition, the rest of
are connected in series with the 13 modules in parallel. the power is fed by the grid. Regardless of insolation level, the
B. Selection of Boost Converter Inductor battery is charged with the same rate in every condition. The
overall control of three-phase inverter is through these power
The operating duty cycle of the boost DC-DC converter can be components control. The error signals are passed through
computed from the PV voltage at the MPP and the DC link hysteresis band-pass controller, which generates switching
voltage of the three-phase inverter. pulses for grid converter switches G1-G6, as per the switching
 Vdc − V pv   400 − 334  Table I.
D1 =  =  ≈ 0.17 (1) TABLE I. SWITCHING TABLE FOR DPC
 Vdc   400  P Q δ1 δ2 δ3 δ4 δ5 δ6 δ7 δ8 δ9 δ10 δ11 δ12
Utilizing the operating duty cycle D1, the inductor L0 of the 0 n6 n7 n1 n0 n2 n7 n3 n0 n4 n7 n5 n0
boost converter can be selected for the allowable percentage of 1 1 n7 n7 n0 n0 n7 n7 n0 n0 n7 n7 n0 n0
current ripple through L.

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 0 0 n6 n1 n1 n2 n2 n3 n3 n4 n4 n5 n5 n6
Sbu
1 n1 n2 n2 n3 n3 n4 n4 n5 n5 n6 n6 n1 Ibat
Battery
n1 n2 n3 n4 n5 n6 n7 n0 Cdc
Lb
(100) (110) (010) (011) (001) (101) (111) (000)
Sbl

(
where δ = tan−1 vg −β / vg −α )
VSC Control S1 S3 S5 ia
PMBLDCM
Bidirectional Converter
G1-G6 Drive
S4 S6 S2 ib
G1 G3 G5
3-ph 230 V
Sbu Ibat
S 1-S6

ia
G2 G4 G6 Sbl
PWM Current Control
ib

Ref. Current
Generator

P, Q and vg-αβ Sbu-Sbl

Switching Table Speed Position to
Calculation Controller + Speed
Battery
δ Hysteresis Band Pass Charging
Controller Control Fig.4 PMBLDC motor control
Q
- +
Q*
Vdc VII. SIMULATED RESULTS
P
- +
*
P The proposed system comprising of three phase battery charger
PI + 400 V
Direct Power Control
is modelled and its performance is designed to operate as per
the desired indications received from the individual as well as
Fig.2 Direct power control for three-phase grid from the grid for the desired power level regulation. The battery
is a 240 V Lead-Acid battery and the DC link voltage is chosen
V. CHARGING CONTROL OF THE EV BATTERY as 400 V. The VSC comprises of six IGBT switches with six
The charging scheme is decided on the basis of the control anti-parallel diodes with each having handling capacity of Vdc.
requirement, as shown in Fig.3. If the SOC is more than 80% (i) Harmonics Analysis of Grid Currents
and the grid is not available, then the charger must discharge The PV array is fixed at 300 W/m2 level, and the harmonics
through a load. Here, BLDC motor is considered for this content of the grid current is recorded under two different
operation as a load. The control is through the first loop conditions. These are shown in Figs. 5 (a-b). The two different
depicted by the red line in the figure. Whereas, the control takes conditions are attributed here by battery charging and battery
the blue line loop when either of the criteria is not fulfilled. In discharging conditions, respectively. In each case, the THD
the first case, the charging/discharging battery current (Ibat), is (Total Harmonics Distortion) of the grid current is found to be
controlled by a current regulator. The current controller within 5%, which clearly follows one of the essential criteria
generates the corresponding duty cycle, converted to the PWM imposed by IEEE-519. In the first case, it is recorded as 3.50%,
pulses for the bidirectional buck-boost converter. while in the latter case, it is 3.80%.
* *
I bat ( k ) = I bat ( k − 1) + K p {Ver ( k ) − Ver ( k − 1)} + K iVer ( k ) (6)

where Kp and Ki are the proportional and integral gains of DC

link voltage PI controller, respectively.
In the second case, the reference battery current is selected
for maximum charging/discharging requirement depending on
the SOC level.
Yes *
400 V Ver Voltage I bat I er
+- PI
Controller + Controller (a) (b)
No Vdc
+I bat Fig.5 Harmonic contents of the grid currents at 300 W/m2 (a) Battery charging
I bat
≠0 (b) Battery discharging
SOC
Measurement ≥
v
SOC> g (rms)
=0 -I bat (ii) Performance During Steady State Charging Operation
80% Sbl Sbu Figs. 6 (a-b) show the steady state performance of the system
Fig.3 Charging control through bidirectional buck-boost converter when solar insolation (S) is at rated condition i.e. 1000 W/m2.
The solar PV voltage (Vpv) is the MPP voltage 334 V, which is
VI. BLDC MOTOR CONTROL regulated at 400 V DC link by virtue of the three-phase inverter.
As discussed earlier, the operation of BLDC motor is achieved The power balance is adjusted in such a way that the PV array
when the charger is discharging with no grid available. The rated power balances the charging requirement of the battery.
battery feeds the motor drive, as power cannot be fed back to Fig. 6 (b) shows the three-phase grid indices with three-phase
the PV array. The details of the motor control are shown in Fig. grid current (ig) equal to zero, which indicates that no active
4 and explained in [16]. power (P) is being fed from the grid to charge the battery. The

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negative battery current (Ibat) and the rising battery voltage
(Vbat) indicate the charging of the battery, with no reactive
power (Q) to be compensated.
(a) (b)
Fig.6 At rated insolation condition and battery charging
(
(iii) System Performance During Dynamic Condition of
Insolation change (1000-300) W/m2
The steady state operation of the system is perturbed by
insolation perturbation as shown in Figs. 7 (a-b). Fig. 7 (a)
shows that as soon as the insolation drops to 300 W/m2,
immediately Vpv, Ipv and Ppv drop to a new operating point which
correspond to the MPP of the insolation level. The extra power
needed for the battery charging at the same rate is delivered by
the grid. The grid indices (vg and ig), shown in Fig. 7 (b) are in
the same phase, which indicates the power is fed from the grid.
The active power rises to the value corresponding to the extra
battery power due to the short fall of insolation. The battery
indices (Ibat, Vbat) indicate the usual charging of the E-mobility
battery.
(iv) System Performance During Dynamic Conditions of
Insolation Variation: (300-1000) W/m2
Figs. 8 (a-b) show the exact reverse insolation case to the
previous condition, when insolation is restored to the rated
value of 1000 W/m2. Soon after, the insolation reached1000
W/m2 at 0.5 s, all the solar PV indices (Vpv, Ipv and Ppv), battery
indices (Vbat, Ibat) and grid indices (vg, ig and P) restore its status
quo of 1000 W/m2. In every condition, the DC link voltage (Vdc)
is maintained at 400 V.
(a)
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(b)
Fig.7 Insolation decreased to 300 W/m2 and charging through the PV and grid
(v) Condition Pertaining to Battery Discharging at Rated
Insolation
Figs. 9 (a-b) present the dynamic condition of battery
discharging when it is fully charged, which is shown here by
80% state of charge (SOC). It is observed in Fig. 9 (a) that the
PV array indices are all corresponding to the rated insolation
(1000 W/m2). After 1.0 s, as the charging limit is reached, the
battery starts discharging, which is evident by sudden change in
the battery current (Ibat) from negative to positive and battery
voltage (Vbat) from positive rate of change to negative rate of
change. The sudden rise in grid current (ig) 1800 apart from the
corresponding grid phase voltage (vg) indicate that the
discharging battery power is fed to the grid.
(vi) Dynamic Behaviour of System During Insolation Change
and battery Discharging
Figs. 10 (a-b) show the extreme environmental condition when
the insolation is dropped to 300 W/m2 at 1.0 s. The sudden
increase in in-phase grid current (ig) is observed which implies
that the extra power for the battery charging is extracted from
the grid. During this insolation condition, at 1.6 s. the maximum
charging limit reaches. Soon after this, the battery starts
discharging with the PV array power corresponding to the 300
W/m2 insolation being fed to the grid. Therefore, the grid
current is observed out-of-phase to the grid voltage (vg). the
corresponding change in active grid power (P) is observed. First
it is positive indicating the grid is charging the battery and
negative P implies the grid is being fed by the other sources. In
every case, Vdc is maintained at 400 V.
(vii) Dynamic Response During Battery Discharging and
Operation of BLDC Motor
Figs. 11 (a-c) demonstrate the dynamic behavior of the system
during discharging of the battery with grid outage
simultaneously. A BLDC motor is operated with the battery
power as there is blackout condition due to some anonymous
reason. Fig. 11 (a) shows the PV-battery performances as the
battery starts discharging at 0.4 s with the PV array at rated
insolation. The grid starts receiving the battery plus PV array
power as shown in Fig. 11 (b). At 1.0 s, the grid outage
condition occurs, in which the battery starts operating a 2.2 Nm
BLDC motor for any ancilliary purpose, as shown in Fig. 11
(c).

(a)

(a)

(b)
Fig.10 Insolation decrease, and the battery charging is attained. So discharging
takes place

(b)
Fig.8 Insolation increased to 1000 W/m2 and charging through the PV and grid
restored to PV only

(a) (b)
Fig.9 Discharging of battery after maximum charging limit is attained (a) PV
array indices (b) Grid-battery indices
(a)

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(b)
(c)
Fig.11 Conditions pertaining the grid outage in discharging condition (a) PV
indices (b) grid indices (c) BLDC motor performance
VIII. CONCLUSION
The PV array-based battery charger has been proposed with a
BLDC motor as a load. The performance has been verified for
a wide range of operating conditions like charging with PV
array and with PV array plus grid under partial insolation
condition. It also discussed a wide range of discharging
possibilities viz. discharging through the grid and through
BLDC motor if the grid is cut out from the system. The results
clearly justified the suitability of the system for all four-
quadrant operation. The speed of the response can also be
attributed due to simple control structure for all operations. The
smooth transition in various modes and its capability to handle
varying insolation conditions with its ability to judge the control
transition during various modes made it a very feasible solution.
This proves the robust operation for the intended function. The
THD of the grid current is less than 5% in every case. Therefore,
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it follows the IEEE-519 standards. The DC link voltage is
controlled at 400 V in all cases. The detailed discussion claims
the feasibility of the proposed system.
ACKNOWLEDGEMENT
The authors are thankful for all the support and encouragement
from Advanced Power & Energy Center, EECS Department,
Khalifa University, Abu Dhabi, UAE.
APPENDICES
A. Specification of Battery
Apparent power of charger=3.3 KVA, Vdc=400 V, DC-DC
converter inductor (Lb) =5 mH, DC link capacitor (Cdc)= 2000
µF, Switching frequency (fs) =10 kHz. Interfacing inductor (Ls)
= 3 mH, ripple filter (Rf and Cf) = 5 Ω and 5 µF.
B. Specifications of BLDC Motor
Rated power (Pm): 1070 W, Rated speed (ɷmr): 4600 rpm, Rated
torque (Te): 2.2 Nm, Rated current: 7.7 A, DC link voltage: 350
V, No. of poles: 4, Stator phase resistance: 3 Ω/phase, Stator
phase inductance: 6.57 mH/phase, Motor inertia (J): 0.14*10-3
Kg m2.
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