ELECTRIC VEHICLE TO VEHICLE (V2V) POWER TRANSFER

USING ON-BOARD DRIVETRAIN AND MOTOR WINDINGS

A PROJECT REPORT
Submitted by

1602-19-734-004 ANKAN MAHAPATRA

1602-19-734-031 MASURI RAVINDER
1602-19-734-032 MAHESHWARAM RAVI TEJA
1602-19-734-034 SAGAR MATTEPALLY

Under the Guidance of

P.RAJASHEKAR REDDY
Assistant professor
Submitted in partial fulfilment for the award of the degree of

Bachelor of Engineering
IN
ELECTRICAL AND ELECTRONICS ENGINEERING

Vasavi College Of Engineering (Autonomous)

Accredited by NACC with A++ grade

(Affiliated to Osmania
University) Ibrahimbagh,
Hyderabad-500031 2022
 CERTIFICATE

This is to certify that this project report entitled “ELECTRIC VEHICLETO VEHICLE (V2V)
POWER TRANSFER USING ON-BOARD DRIVETRAINAND MOTOR WINDINGS” by
ANKANMAHAPATRA(1602-19-734-004), MASURIRAVINDER(1602-19-734-031),
MAHESWARAM RAVI TEJA(1602-19-734-032), SAGAR MATTEPALLY(1602-19-734-
034)
submitted in partial fulfilment of the requirements for the degree of Bachelor of Engineering in
Electrical and Electronics Engineering of the Vasavi College of Engineering, Hyderabad, during the
academic year 2022-23, is a bonafide record of work carried out under my guidance and supervision.

Project Guide

P.RAJASHEKAR REDDY
Assistant Professor, Dept of
EEE, Vasavi College of
Engineering,
Hyderabad
ACKNOWLEDGEMENT

We would like to express our sincere gratitude to our project guide P. Rajashekar Reddy,
Assistant Professor of Electrical and Electronics Engineering Dept for his kind cooperation
and encouragement which helped in completion of this project. Itwould have been very
difficult to complete this project without the enthusiasticsupport, encouragement and incite
advice given by him.

It is our privilege to thank all project review committee members for theircontinuous
guidance and monitoring.

We are thankful to Dr Ch. V. S. S. Sailaja, Professor of Electrical and Electronics

Engineering Dept, Vasavi College of Engineering, for her supportand guidance throughout
the project.

Also, we would like to express our sincere thanks to Dr. M. Chakravarthy,HOD of EEE
branch and Prof. S V RAMANA, Principal, Vasavi College of Engineering for giving
permission and his constant motivation towards highereducation and research.

We also express our sincere gratitude to the management of Vasavi College of Engineering
for their encouragement, facilities provided and support.

Finally, we would like to make a special mention of all our family members andfriends who
helped us for the successful completion of the project work.

1602-19-734-004 ANKAN MAHAPATRA

1602-19-734-031 MASURI RAVINDER
1602-19-734-032 MAHESHWARAM RAVI TEJA
1602-19-734-034 SAGAR MATTEPALLY
DECLARATION

This is to certify that the work reported in the present thesis title “Electric Vehicle to Vehicle
(V2V) Power Transfer Using On-Board Drivetrain and Motor Windings” is a record of
work done by us inthe Department of Electrical and Electronics Engineering, Vasavi College
of Engineering, Ibrahimbagh, affiliated to Osmania University, Hyderabad. Thematerial
contained in this report has not been submitted to any university orinstitution for the award of
any degree.

1602-19-734-004 ANKAN MAHAPATRA

1602-19-734-031 MASURI RAVINDER
1602-19-734-032 MAHESHWARAM RAVI TEJA
1602-19-734-034 SAGAR MATTEPALLY
ABSTRACT

Vehicle-to-vehicle (V2V) energy sharing is emerging as an alternate solution to range

anxiety and limited charging infrastructure challenges associated with electric
vehicles (EVs).Some of the methods that are already existing for V2V energy sharing
are Consortium Block chain-based Energy Trading, Energy transfer using On-Board
Converters and Motor windings, Hierarchical Bipartite Graph matching method.

The method that is used in this project is Energy transfer using On-Board Converters
and Motor windings. The other two methods are ineffective due to the additional
weight, size, and cost of the external charger or interface.

In this project both EV’s motor winding neutrals and negative rails of onboard drive
trains are directly connected to each other.This further helps in forming an integrated
dual bidirectional dc-dc converter to control the direction of power flow.

The proposed approach does not require the reconfiguration of motor winding or
mechanical clutch to arrest the motor from rotating and/or the reconfiguration of drive
train inverter connections. The major hardware requirement for the proposed
approach is access to the already existing neutral connection of the EV motor phase
windings.

To achieve dc fast charging, all three legs of the voltage source inverter of energy
Provider-EV are switched using interleaved pulse width modulation.
 CONTENTS
CERTIFICATE ii
ACKNOWLEDGEMENT iii
DECLARATION iv
ABSTRACT v
Page number

1. Introduction 1
1.1 Problem Definition 1
1.2 Proposed Approach 1

2. Literature Review 2
2.1 Operting Modes Of V2V Energy Transfer 2
2.2 V2V Interface And Power Transfer 2

3. Circuit Diagram 3
4. Forward Buck Mode 4
5. Reverse Boost Mode 5
6. Flowchart 6
7. MATLAB Simulation Results 7
8. References 8
 LIST OF TABLES
S.NO NAME OF TABLE PAGE NO
1. Operating Modes Of V2V Energy Transfer 2

LIST OF FIGURES
S.NO NAME OF DIAGRAM PAGE NO

1. Generic V2V charging scenario of two EV’s 1

2. Proposed direct V2V power transfer circuit diagram 3
3. a) Energy transfer in forward buck mode 4
b) Freewheeling mode 4
4. a) Voltage boosting in reverse boost mode 5
b) Energy transfer 5
5. V2V power transfer start up procedure 6
6. MATLAB simulation results 7
 CHAPTER 1: INTRODUCTION

1.1 PROBLEM DEFINITION:

Transportation electrification is gaining global importance due to zero carbon emission from
the electric vehicles (EVs). Additionally, the switch over from internal combustion engine-
based vehicles to EVs offers higher energy conversion efficiency and lower cost/km due to
lesser moving parts. The key challenges for the widespread adaption of EVs are: limited
driving range, range anxiety, slow charging rates of type-1 and type-2 chargers, high initial
cost of fast chargers, and the limited availability of charging infrastructures.
Recently, EV vehicle-to-vehicle (V2V) energy sharing is being explored as a flexible and
convenient way for charging EVs while on-the-move, to reduce the range anxiety and
charging time with minimal cost and infrastructure. In V2V, the charge requesting EV and
the charge provider EV are matched based on the technical feasibility and cost preferences of
the participants through a centralized control and communication platform.
The existing off-board dc fast charging options for V2V application found in the literature are
not effective due to the additional weight, size and cost of the external charger or interface. In
this article, a new V2V interface is proposed in which both EV’s motor winding neutrals and
negative rails of on-board drive trains are directly connected to each other. This further helps
in forming an integrated dual bidirectional dc–dc converter to control the direction of power
flow.

1.2 PROPOSED APPROACH:

The proposed approach does not require reconfiguration of motor winding or mechanical
clutch to arrest the motor from rotating and/or the reconfiguration of drive train inverter
connections. The major hardware requirement for the proposed approach is access to the
already existing neutral connection of the EV motor phase windings. To achieve dc fast
charging, all three-legs of voltage source inverter of energy Provider-EV are switched using
interleaved pulse width modulation.
 CHAPTER 2: LITERATURE REVIEW
2.1 OPERATING MODES FOR V2V ENERGY TRANSFER

2.2 V2V INTERFACE AND POWER TRANSFER:

A generic V2V charging scenario of two passenger EVs is shown in Fig. 1, where, Vb1 is
EV1’s battery voltage connected to port-1 and Vb2 is EV2’s battery voltage at port-2. The
V2V interface represents the method used (with or without external hardware) to connect two
EVs together. For simplified discussion, the power flow direction is taken as “forward” if the
power flows from port-1 to port-2 and as “reverse” if the power flows from port-2 to port-1.
The buck or boost mode is decided based on the voltage levels of two EV batteries and on the
role of EV (either as “Provider” or “Receiver”). Table I summarizes the different modes of
V2V power transfer based on the charging scenarios and the battery voltage levels
CHAPTER 3: CIRCUIT DIAGRAM
 CHAPTER 4: FORWARD BUCK MODE
In this mode, EV1 is the Provider-EV and EV2 is the Receiver EV. Through upper diodes
Da1 and Da2 and inductors (L1 and L2) the dc-links are precharged to Vdc1 = Vb1 and Vdc2
= Vb2 naturally, further switches (Sa1 and Sa2) are kept ON for the complete duration of
charging process. In this mode, the VSI-1 is controlled to function as a buck converter. For
energy transfer through phase-a winding of IM-1 (leg-1 of VSI-1), switch S1 is turned ON
(with S2 OFF), the Provider-EV battery delivers energy to the Receiver-EV through motor
windings La1, La2, Lb2, and Lc2, as all the three top diodes of VSI-2 D 1, D 3, and D 5 gets
forward biased naturally due the battery voltage levels (Vb1 > Vb2). The direction of
current/energy flow is shown in Fig. 3(a). In this DBC, the magnitude of current ripple
depends on leakage inductance of motor. The equivalent leakage inductance, Leq1, in the
conduction path for VSI-1 leg-1 current ILeq1 operation of DBC, is equal to La1 + (La2 +
Lb2 + Lc2)/3. Each phase current of DBC is closed loop controlled for a defined current
reference and is discussed in the next section. In the proposed work, Vdc1 and Vdc2 are
defined by the respective battery voltages, Vb1 and Vb2, and they do not require control for
V2V operation. During the freewheeling period, S1 is turned OFF and D2 is ON, as shown in
Fig. 3(b) for phase-a, the equivalent inductor current flows through D2, D 1, D 3, and D 5
delivering the energy stored in the motor windings to the Receiver-EV. After 1200, as per
interleaved PWM, the next leg switch S3 in VSI-1 is switched/controlled and then S5 is
controlled after another 1200. The interleaved PWM help to achieve reduction in the current
ripple. During this entire operation, all three top diodes D 1, D 3 D 5, are conducting
naturally due to voltage levels of the two EV batteries (Vb1 > Vb2).
 CHAPTER 5: REVERSE BOOST MODE
In the previous case (Vb1 > Vb2), if the EV2 is Provider-EV and EV1 is Receiver-EV, DBC
should operate as reverse boost to achieve V2V power transfer. In this mode, the battery side
dc–dc converter’s operation is similar to the forward buck mode, that is, switches Sa1 and
Sa2 remains ON throughout the operation such that Vdc1 = Vb1 and Vdc2 = Vb2.
Furthermore, for energy transfer through phase-a windings of IM-1 and IM-2,switch S 1 is
turned on throughout this mode and when the switch S2 is turned on (with S1 off), the
equivalent leakage inductance, Leq1 = La2 + La1, stores the energy from battery of EV-2.
Similarly, During ON state of S4 and S 3 after 1200 inductors Lb1 and Lb2 store energy from
EV-2 battery. After further 1200 S6 and S 5 are turned ON to store energy in Lc1 and Lc2 as
per interleaved PWM. When the switch S2 is turned OFF (as per the duty cycle), the inductor
current forward biases diode D1 and the energy stored in Leq1 is transferred to Receiver-EV.
The conduction path during ON and OFF period of S2 is shown in Fig. 4(a) and (b),
respectively. Other diodes D3 and D5 get forward biased after 1200 and 2400 during the OFF
state of S4 and S6 respectively. The VSI-2 switches S 1, S 3 and S 5 are kept ON throughout
the reverse boost mode.
CHAPTER 6: FLOWCHART
CHAPTER 7: MATLAB SIMULATION RESULTS
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