DESIGN OF OFF BOARD ELECTRIC VEHICLE CHARGER USING PV

ARRAY THROUGH MATLAB-SIMULINK

1
Mr.N.V.Kishore Kumar,2 K.Nithya Sri,3 S.Akram,4 O.Praveen Kumar,5 V.Tharun,
6
G. Jaswanth
1
Associcate Professor,23456 B.Tech Students

Department Of Electrical& Electronics Engineering

Mother Theresa Institute Of Engineering & Technology, Palamaner, Chittoor (Dist.)

ABSTRACT
The development of electric vehicles
(EV) during the last 10 years has made a
major contribution to the growth of the
automotive sector. The technique that is
used to charge the batteries of electric cars
will have a major impact on their
development. When the battery of an
electric vehicle is charged from the grid,
there is an increase in the load demand for
that grid. As a consequence of this fact, the
authors of this research propose an off-board
method for charging the batteries of electric
vehicles that is founded on photovoltaic
(PV) arrays. The battery of the electric car
has to be constantly charged, and this is true
regardless of the quantity of available
sunshine. The installation of a backup
battery bank in combination with the solar
array is one possible method for achieving
this goal. The EV battery may be charged by
the system that has been designed both
during the daytime hours and during the
hours in which there is no sunlight thanks to
the sepic converter and the three-phase
bidirectional DC–DC converter. Both of
these converters are capable of helping the
system. When there is an abundance of
sunshine, both the electric vehicle's battery
as well as the backup battery are
concurrently charged, and when there is an
absence of sunlight, the EV battery is
charged with the assistance of the backup
battery. In order to do simulations of the
proposed charging system, the MATLAB
software, which comes packaged with a
programme called Simulink, is used.
I.INTRODUCTION
Concerns about the environment are
caused by the ever-increasing impact of
greenhouse gases produced by traditional
internal combustion engines. Because of
this, the market for pollution-free electric
cars (EVs) has exploded in the automotive
sector. However, charging electric vehicle
batteries through the utility grid contributes
to an increase in the load demand on the
grid. This, in turn, results in higher
electricity bills for owners of electric
vehicles, which compels them to seek out
alternative sources of energy. It is possible
to utilise renewable energy sources (RESs),
which do not produce pollution and do not
run out, to charge the battery of an electric
vehicle (EV). Therefore, an electric vehicle
(EV) powered by RES can be referred to as
"green transportation." Solar is one of the
potential RES that can have its energy
readily harnessed so that it may be used to
power electric vehicle batteries.
As a result, the electricity from the PV array
is what is utilised to charge the EV battery
in the system that is being suggested, and
this is done with the assistance of various
power converter topologies. Because of its
high power density, high efficiency, low
weight, and small size, lithium-ion batteries
are often utilised in electric vehicles (EVs).
In addition to this, these batteries are
capable of receiving a charge quickly, have
a long lifespan, and have a low rate of self-
discharge. They also have a minimal
potential for explosion in the event that they
are overcharged or improperly connected.
These batteries need for very accurate
voltage management when they are being
charged. In order to charge an electric
vehicle's battery, thus, a variety of power
electronic converters with a voltage
controller are used. Because the PV array
only produces power on an as-needed basis,
you will need power converters in order to
keep the electric vehicle's battery charged.
Electric vehicle loads (loads like the motor,
lights, power windows and doors, radios,
amplifiers, and mobile phone chargers) can
be connected to photovoltaic arrays, ultra
capacitors, super capacitors, fuel cells, and
batteries via multiport converters (MPCs).
For this reason, hybrid electric cars often
employ multiport converters for their
onboard chargers. As a result of the fact that
all of the sources are housed inside the EV
itself, MPCs have the disadvantage of
making electric vehicles heavier, more
expensive, and more difficult to maintain. In
these converter-based electric vehicle (EV)
battery charging systems, the complexity of
the controller implementation also increases.
By the year 2050, according to many
forecasts of the future, all electric vehicle
fleets will be powered by renewable energy
sources (RES). In point of fact, the rising
acceptance and usage of electric vehicles are
the result of advances in battery technology
as well as the growth of battery charging
facilities in an effort to supply the energy
requirements of these vehicles. As a result,
the basic infrastructure of the charging
system is an important component in the
marketing of electric vehicles. However, the
most significant drawback of charging
infrastructures for electric vehicles is that
their operation is not kind to the
environment because they are powered
solely by the electrical grid. In point of fact,
renewable resources are a time-limited and
divisible source of energy, but the charging
of electric vehicles (EVs) may be managed;
therefore, it logically depends on the
combination of renewable resources and
EVs.
In light of this, it is vital to strike a balance
between the generation of power and the
charging of electric vehicles in order to
ensure and maintain the secure continual
functioning of the grid. It is generally agreed
upon that the unpredictability of the output
of RES is one of the most significant
challenges that must be addressed before the
energy grid can continue to function
effectively in the foreseeable future.
Traditionally, load fluctuation control has
not shown to be a successful method for
balancing the grid, carrying out operational
strategy, or controlling electricity under a
variety of load operating states. This is
because load fluctuation control focuses on
maintaining a constant load. In general, load
scheduling as a possible solution may be
achieved by managing the progression of
RES generation; this has been recommended
as a solution since scheduling additional
electricity production is essential for the
running of power systems. In addition, EVs
have shown that they are capable of
assisting the primary grid in the maintenance
of a certain balance between demand and
supply; this raises the possibility for the
penetration of RES. In point of fact, a wide
variety of published research publications,
such as those in, have addressed this topic.
In addition, the production of PV might
result in an increase in the number of
electric cars on the road. This is due to the
fact that the energy needs of these
automobiles do not generate a significant
increase in the overall load. However, the
integration of EVs and PVs into the grid,
either individually or in combination,
requires adequate planning. If this is not
done, the consistency of the system may be
jeopardised. When it comes to the operation
of electricity grids, the unpredictability of
time is the most important factor in
photovoltaic (PV) generation. The issue with
electric vehicles is that they have the
potential to disrupt the demand side and
cause the grid to become overloaded. When
this happens, the power quality and the
stability of the system may both suffer. The
authors in came to the conclusion that the
integration of EVs and PVs into the grid has
to be planned and managed. For instance,
the use of a scheduled load strategy may
enhance the number of PVs and EVs that are
able to penetrate the system.
The use of renewable energy sources in
electric vehicle (EV) charging infrastructure
is undeniably advantageous for a number of
reasons, including the following:
(i) it lessens the impact that electric vehicles
(EVs) have on the electricity grid;
(ii) it solves the voltage regulation issues that are
associated with the electricity grid;
(iii) it brings down the cost of utility supply;
(iv) it increases the amount of energy that can be
stored by increasing the amount of renewable
energy produced;
(v) it RES such as photovoltaic (PV), wind
turbine (WT), fuel cell (FC), hydroelectricity,
biogas, and other RES are excellent candidates
for use as possible charging and powering
sources for electric vehicles (EVs).
The requirements for charging electric vehicles
are satisfied by these systems in conjunction
with energy storage systems (ESS) and the
associated electrical equipment, which are all
brought together via the necessary connection
techniques. EVs are able to be fueled using a
greater percentage of RES thanks to the
utilisation of local power sources, which may
include RES. At this time, renewable energy
sources (RES) such as photovoltaic, wind, and
biomass energy may significantly increase the
amount of electricity produced by the power
system. In general, they may be readily used to
charge electric vehicles (EVs) owing to the high
energy density of their batteries, the cheap cost
of their construction, the simplicity with which
they can be implemented, and the enhanced
efficiency with which they produce power. Solar
energy is gaining widespread adoption as a
result of the vast quantities of solar energy that
are available on the surface of the earth, as well
as its non-polluting and noiseless characteristics.
The photovoltaic (PV) system in the stand-alone
mode is often unreliable since the generation of
power by PV is affected by both the weather and
the circumstances of the surroundings. The
photovoltaic modules, on the other hand, are
distinguished by their simple construction,
compact dimensions, low weight, and sturdiness
during transit and installation. In addition, the
installation of the photovoltaic system only takes
a short amount of time, it is simple to combine
the PV system with other types of power
generation, and it may be utilised in private
and/or public settings. The amount of variation
in the power output of PVs may be greatly
reduced by the installation of a device that stores
energy at the charging station. PV solar panels
are used to charge electric vehicles for a variety
of reasons, including the following:
1. The price of solar photovoltaic panels has
dropped consistently over the last several
decades, and it is now less than one euro per
watt produced.
2. Photovoltaic panels may be put on roofs
as well as in parking spots next to electric
vehicle parking lots.
3. Because a portion of the electricity used
to charge electric vehicles comes from
photovoltaic panels, the peak demand
caused by the grid-side charging of EVs is
minimised.
4. PV charging systems store the energy
generated by PV panels using a battery
storage system (BSS), which assists in the
management of daytime and seasonal
climatic fluctuations that have an effect on
solar output.
5. It is more cost-effective to charge electric
cars using a system that draws energy from
the sun rather than using a system that draws
electricity from the grid.
Taking into consideration the existing
configuration of the power grid as well as
the rapidly growing load from electric
vehicles (EVs), which necessitates an
adjustment to the primary energy structure
of the grid side, which significantly raises
the cost of transforming the power grid,
there is the potential for the charging of EVs
from PV panels to make them more
environmentally and economically viable by
reducing the overall cost of charging
facilities. This could be accomplished by
increasing the efficiency of charging
facilities and lowering the price of PV
panels. In this thesis, an energy storage
system (ESS) is integrated with a traditional
alternating current (AC) grid and a solar-
powered charging station for electric
vehicles (EVs). The Energy Storage System
(ESS) is designed to either store any excess
power that is produced by photovoltaic cells
(PV) or to provide energy to charge electric
vehicles (EVs) in the event that PV
production is unavailable, which often
occurs during periods of high demand.
Because of this, it is possible to charge
electric cars quickly even when there is not
enough energy to completely satisfy the
demand for charging them.
The use of this bidirectional converter
comes with a number of extra advantages,
including those listed above. The system in
is an off board EV battery charging system.
When the EV is in a standstill condition, the
system in charges the EV battery using the
electricity from the PV array using a
bidirectional DC–DC converter.
Nevertheless, in order to power the dc load
found inside the EV when it is in a running
condition, the electric vehicle's battery will
be depleted. Only when there is enough light
from the sun can the electric vehicle's
battery be charged. This is a significant
drawback. The recommended charger for
charging the battery of an electric vehicle
makes use of a PV array that is paired with a
SEPIC converter, a bidirectional DC–DC
converter, and a backup battery bank in
order to get over this disadvantage and
charge the EV battery in a continuous
manner without any interruptions. The
significance of the thesis in achieving its
objectives.
LITERATURE SURVEY
This idea thus proposes the use of an off-
board charger, in which the electric vehicle's
battery is housed inside the vehicle unit,
while the photovoltaic array and backup
battery bank are housed within the charging
station or parking station respectively. In the
research that has been done on off-board
charging systems, numerous converter
topologies have been presented. It is the
versatility of the sepic converter to function
in both boost and buck modes that gives it
the advantage over other converter
topologies and makes it the most popular.
Additionally, it benefits from having the
same input and output voltage polarity, low
input current ripple, and low
electromagnetic interference (EMI). On the
other hand, at times of poor solar irradiation
or when the sun is not shining, it is
necessary to have an extra storage battery
bank in order to charge the electric vehicle's
battery. The amount of solar irradiation will
determine whether this backup battery bank
should be discharged while it is being
charged or charged while it is being
discharged. Because of this, a bidirectional
converter that allows electricity flow in
either direction is necessary. Non-isolated
and isolated converters are the two
categories that may be used to describe the
bidirectional converters. Isolation is
provided by the transformer inside the
isolated converters, which results in an
increase in the cost, weight, and size of the
converter. The weight and size of an electric
vehicle are the primary issues, and as a
result, non-isolated bidirectional converters
are the components that work best for this
application.
The bidirectional interleaved DC–DC
converter, also known as the BIDC, is the
favoured topology among the many non-
isolated bidirectional converter topologies.
This is owing to the BIDC's benefits, which
include better efficiency in discontinuous
conduction mode and low inductance value,
as well as decreased ripple current as a result
of the multiphase interleaving approach.
Employing a zero voltage resonant soft
switching technique helps reduce the
inductor current parasitic ringing effect, in
addition to lowering the turnoff losses that
are caused by the snubber capacitor that is
placed across the switches.
III.Operation of the proposed system
The proposed PV-EV battery charger
consists of a PV array, a sepic converter, a half-
bridge BIDC, an EV battery, a backup battery
bank and a controller as shown in Fig. 1. The
controller is used to generate the gate pulses to
the sepic converter for obtaining the constant
output voltage at the dc link. The gate pulses to
the switches of BIDC are also generated to
operate BIDC in boost mode to charge the
backup battery from PV array and in buckmode
to charge EV battery from the backup battery.
Also, the controller generates the gate pulses to
the auxiliary switches Sa , Sb and Sc . During
high solar irradiation, all the auxiliary switches
are ON to interface dc link with PV array
through the sepic converter, dc link with the
backup battery through BIDC and dc link with
EV battery. When solar irradiation is low,
switch Sa is turned OFF isolating the PV array
and sepic converter from the dc link. Whereas
the switch Sc is turned OFF to disconnect BIDC
and backup battery from the dc link, when the
solar power is insufficient to charge backup
battery. The proposed system operates in three
modes viz., mode 1, mode 2 and mode 3 as
explained in this section. 2.1 Mode 1 During
peak sunshine hours, when the generated PV
array power is higher, all the auxiliary switches
are ON to charge both EV battery and backup
battery simultaneously from PV array through
sepic converter and BIDC, respectively. In this
mode, BIDC operates in forward direction
boosting the dc link voltage to charge backup
battery. 2.2 Mode 2 During low solar irradiation
conditions and non-sunshine hours, PV array
power is insufficient to charge EV battery.
Hence, the PV array is disconnected from the dc
link by turning OFF the switch Sa and switches
Sb &Sc are ON connecting EV battery to the
backup battery through BIDC. In this mode,
BIDC operates in reverse direction stepping
down the backup battery voltage to charge EV
battery. 2.3 Mode 3 When PV array power
generated is sufficient to charge only EV
battery, switches Sa and Sb are ON and switch
Sc is OFF to disconnect the BIDC and backup
battery bank from the dc link.
Fig.   Simulation model of the proposed charger
IV.Design of controllers
Controller of the proposed charger
generates gate pulses to the switches present in
the sepic converter, BIDC and also to the three
auxiliary switches. The algorithm to turn ON
and turn OFF the auxiliary switches is shown in
Fig. 4. Controller senses the PV array voltage
and current, and computes the PV array power.
If the PV array power is greater than EV battery
rated power, PR, then the controller generates
the gate pulses to turn ON all the auxiliary
switches to charge both EV battery and backup
battery bank simultaneously from the PV array.
If the PV array power is lesser than EV battery
rated power but higher than the minimum
required power, PM, the switch, Sc is turned
OFF disconnecting the backup battery from the
charging system and switches, Sa and Sb are
turned ON to charge the EV battery alone from
the PV array. If the PV array power is lesser
than the minimum required power, PM, then the
switch, Sa is turned OFF to isolate the PV array
and sepic converter from the charging system.
The switches, Sb and Sc are turned ON enabling
the backup battery to charge EV battery. The PI
voltage controller is used in the proposed
charging system to generate gate pulses to the
MOSFET in the sepic converter to maintain a
constant voltage at the dc link irrespective of
variations in the PV array voltage. BIDC
comprises of three legs with two switches in
each leg. Gate pulses have to be provided to the
two switches in the same leg with the phase shift
of 180° from each other. The controller in the
proposed system generates six gate pulses to the
BIDC depending on the PV array power. If PV
array power exceeds PR, gate pulses are
generated to the switches of BIDC to operate it
in boost mode, stepping up the dc link voltage to
charge the backup battery bank. In this mode,
the gate pulses are generated to the switches of
leg 1 with 0° phase and to the leg 2 switches
with 120° phase shift from that of leg 1 switches
and to the leg 3 switches with 240° phase shift
from that of leg 1 switches. If the PV array
power is less than PM, the gate pulses are
generated accordingly to operate BIDC in buck
mode, producing a step down voltage at the dc
link sufficient to charge the EV battery by the
backup battery. In this mode, the gate pulses are
fed to the leg 3 switches with 0° phase and gate
pulses to the leg 2 and leg 1 switches are 120°
and 240° phase shifted with respect to that of leg
3 switches, respectively.

Fig.   Flowchart of gate pulses generation for the

auxiliary switches
III.SIMULATION STUDIES AND
RESULTS
The Simulink component of MATLAB is
used to simulate the proposed system for
analytical purposes. The PV array's classical
equation is used in the modelling process
[28, 29]. The SimPowerSystemsBlockset in
the simulink library is used to model the
Sepic and BIDC converter's power
MOSFETs, inductors, and capacitors. The
controller is constructed using components
from the Simulink library, including a PWM
generator, a pulse generator, logic gates, a
comparator, a multiplier, and a PI controller.
Combining the PV array concept with the

Fig. 1  (a) Sepic converter simulation model
and (b) BIDC converter simulation model
In addition to the battery models that were
already in the Simulink library, a sepic converter
and a BIDC were developed by our team. These
were incorporated into the construction of the
proposed charging system, which can be seen in
Figure 5. Figures 6a and 6b show, respectively,
the created simulation model of the sepic
converter and the BIDC. Both models were
simulated using the same data. In Figure 5, both
of these constituents were presented in the form
of subsystems. It was feasible to analyse the
dynamic response of the system with the
assistance of the created simulation model by
applying it to irradiation levels of 850, 100, and
500 W/m2 for the PV array in modes 1, 2, and 3,
respectively. This allowed for the evaluation of
the dynamic response. Figure 7 illustrates the
results of the simulation, which show the
waveforms of the PV array's voltage and current
as well as the gate pulses that are transmitted to
the auxiliary switches. Additionally, the
waveforms of the gate pulses can also be seen in
this figure. The waveforms of the irradiation are
shown using a scale of one for every thousand
watts per square metre in Figure 7. When
operating in this mode, both the primary battery
that powers the electric vehicle and the
secondary battery that serves as a backup will be
charged simultaneously. When the irradiance is
low, about 100 W/m2, the gate pulses of the
auxiliary switches, Vgsb and Vgsc, are high
while the gate pulse, Vgsa, is low. This is due to
the fact that the power from the PV array is not
sufficient to charge the electric vehicle's battery
under these conditions. Therefore, in order to
charge the EV battery while operating in this
mode, the backup battery bank must first be
depleted through the use of BIDC. During the
time that the irradiance is set to 500 W/m2, the
auxiliary switches Sa and Sb are activated, but
switch Sc is deactivated. As a consequence of
this action, the backup battery is cut off from the
system. Because the electricity supplied by the
PV array is only sufficient for charging the EV
battery, the secondary battery will not be
charged while this mode is active. Instead, the
secondary battery will be disconnected. The fact
that the electric vehicle's battery is always being
charged in any one of the three modes is shown
by Figure 7. This causes the gate pulses that are
sent to the switch Sb to remain permanently
high. The battery of the electric car is unplugged
from the charging system after it has been
determined that it has reached its full capacity.
Fig. 2 Irradiation waveforms of the PV
arrays and gate pulses to the auxiliary
switches are shown here.
electric vehicle's battery from being trickle
charged, switch OFF Switch, Sb on the
charging system. Figure 8 displays the
simulated dynamic waveforms for the PV
array, dc link, electric vehicle battery, and
backup battery, together with the
corresponding irradiation levels. In mode 1,
the sepic converter reduces the 33.3 V PV
array voltage (VPV) to the 28 V dc link
voltage (Vdc). Figures 8a and 8b show this
to be the case. As illustrated in Figure 8c,
the EV battery is being charged in this
fashion since its state of charge (SOC) is
increasing as its negative current decreases.
In this mode, the BIDC acts as a forward-
biased boost converter, boosting the dc link
voltage, Vdc, from 28 to 60.6 V when the
backup battery is charged and its state of
charge rises (Fig. 8d). In mode 2, when solar
radiation is scarce, the PV array is turned
off, so its voltage increases to its open-
circuit value of 37.25 V and its current
decreases to 0 A (VPV = IPV). Figure 8a
shows the voltage and current waveforms
for a PV array, which is a visual
representation of this concept. During this
time, the BIDC operates in reverse buck
mode to reduce the backup battery voltage
to 27.32 V, the level at which the electric
vehicle's battery can be charged. Figure 8c
shows this phenomenon. The positive
current and decreasing percentage of the
backup battery's remaining capacity in
Figure 8d indicate that the battery is being
drained in this mode. Mode 3 charges the
EV battery by reducing the voltage of the
PV array from 31.81 V to a dc link voltage,
Vdc, of 27.6 V, as shown in Figs. 8a and 8b.
The voltage of the backup battery drops
from 60.6 V to 55.2 V at the end of this
mode. The EV battery is still being charged
even in this mode, as shown by the fact that
the state of charge (SOC) is rising while the
current is falling. In mode 3, as shown in
Fig. 8d, the current is reduced to zero while
the voltage of the backup battery remains at
its previous value of 55.2 volts. This results
from the fact that the backup battery is no
longer receiving any power from the
charger. In all three modes of operation, as
shown in Figure 8c, the EV battery's state of
charge (SOC) increases while its current
decreases. This means that the PV array or
the backup battery is constantly recharging
the EV's battery.
The waveforms of the alternating currents
that pass through the inductors of a BIDC in
its various operating modes are shown in
Figure 9. The backup battery is being
discharged in mode 2 because the inductor
current is flowing in the opposite direction
compared to mode 1, which has no inductor
current at all.
Fig. 3  PV array voltage (VPV) and current
(IPV) waveforms (b) Vdc and Idc, the voltage
and current of the DC connection (c) State-of-
Charge (SOC), Current (IBatt), and Voltage
(VBatt) of Electric Vehicle Batteries (d) State-
of-Charge (SOC), Current (IBackup Batt), and
Voltage (VBackup Batt) of Backup Batteries
If you see the number 3, it means that the
BIDC is no longer attached to the charger.
In order to verify the results of the
simulations, a hardware prototype is created
and evaluated, and the findings of these
activities are presented in the following part.
IV.CONCLUSION
An off-board EV battery charging method
supplied by a PV array is proposed in this
document. In this research, we test the
system's flexibility to maintain a constant
charge on the EV battery under different
irradiation conditions. The system is
designed and simulated in the Simulink
environment of MATLAB software. Each of
the three modes of operation for the
proposed charging system has a dedicated
hardware prototype that has been tested in
the lab, and the results are provided. Both
the experimental inspection and the dynamic
reaction of the system are given by applying
the RCP methodology in the OPAL-RT Real
time simulator OP4500. The congruence
between simulated and experimental results
demonstrates the effectiveness of the
proposed charger.
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