International Journal of Power Electronics and Drive Systems (IJPEDS)

Vol. 15, No. 1, March 2024, pp. 303~311

ISSN: 2088-8694, DOI: 10.11591/ijpeds.v15.i1.pp303-311  303

New combined control strategy of on-board bidirectional

battery chargers for electric vehicles

Khadidja Hadji, Kada Hartani, Tarik Mohammed Chikouche

Electrotechnical Engineering Laboratory, Electrotechnical Department, Faculty of Technology, University of Saida Dr. Moulay Tahar,
Saida, Algeria

Article Info ABSTRACT

Article history: This paper aims to develop a bidirectional on-board battery charger for
electric vehicles (EVs). The studied battery charger is composed of a
Received Feb 20, 2023 bidirectional ac-dc converter as the first stage of conversion and a
Revised May 10, 2023 bidirectional dc-dc converter as the second stage. The first one is controlled
Accepted May 25, 2023 by a predictive direct power control strategy based on a space vector
modulation technique known as P-SVM-DPC, and the second is used to
regulate the battery current and regulate the power direction flow by using a
Keywords: direct current control technique. The choice of its topology has taken into
consideration the grid-to-vehicles (G2V) and vehicle-to-grid (V2G) power
Battery charger flow directions. During charging or discharging, the DC/DC converter acts
Electric vehicles likes a buck or boost converter. Using MATLAB/Simulink software, the
G2V performance of the battery charger is examined in various operating modes,
Power quality such as fast charging and quick discharging.
Predictive technique
This is an open access article under the CC BY-SA license.
Unit power factor
V2G

Corresponding Author:
Khadidja Hadji
Electrotechnical Engineering Laboratory, Electrotechnical Department, Faculty of Technology
University of Saida Dr. Moulay Tahar
4 P. O. B. 138, 20000 Ennasr, Saida, Algeria
Email: [email protected]

1. INTRODUCTION
The irreversible transition from vehicles with internal combustion engines (ICE) to electric vehicles
with electric motors is caused by the revolutionary contributions of power electronics and such disadvantages
of ICE as the emission of greenhouse gases, the quick exhaustion of petroleum, and the rising price of things
made from petroleum. Electric vehicles (EVs) has become more attractive over the past few thanks to their
advantages that are less noisy, more efficient, and more friendly. What concerns most of those who plan to
buy this type of vehicle is the autonomy, how to charge it, the accessibility of many electric recharging
stations, and the cost of charging. Currently, there is an advantage in some charging stations, which is that it
is possible to replace the empty battery with one that is charged and ready for use power electronic converters
are required for EV battery charging, which connects vehicles to the grid using the new technological trends.
Each of these trends requires stable power, a bidirectional power converter, and flexible control techniques
[1]. The power level of the battery pack determines which AC/DC converter is used for grid-connected
devices, like a single-phase half- or full-bridge, a three-phase full-bridge, or a multilevel converter [2], and
multilevel topologies such as cascaded H-bridge (CHB), neutral point clamped (NPC), or flying capacitor
(FCC) converters are used for high power, reduced voltage, and better output quality [3]. The power supply
configuration of an EV must take into account many possible converter topologies. Different converters have
different uses, such as increasing efficiency and dependability or having great sensitivity and stability to load
variations. It is important to take into account cost of components, techniques for managing hardware

Journal homepage: http://ijpeds.iaescore.com

304  ISSN: 2088-8694

structures and circuits, power factor correction, switching trouble, efficiency and system longevity, and
harmonic distortions [4]. Designing chargers for electric vehicles has attracted numerous research interest.
This paper discussed the current state of potential power converter architectures and configurations that
include single-stage and two-stage smart operation modes, opportunities and difficulties in topology,
temperature control, wireless charging, and integrated systems [5]. Discussed the impacts of integrated
chargers on the economy and the different power electronics topologies, comparing them based on the
component count, switching frequency, harmonic distortion, efficiency, and multi-functionality [6]. In [7] a
new non-isolated integral bidirectional onboard EV charger was proposed with benefits such as a longer
motor lifespan and soft switching to enhance effectiveness and minimize filter size. In [8], it was suggested
to use a flexible multilevel buck PFC rectifier to support the G2V and V2G modes of single- and three-phase
chargers. Proposes a novel five-level single-phase active neutral point clamp (ANPC) that makes use of a
DC/DC dual-active half-bridge converter for improved the quality of power and efficiency [9]. It contained
two more switching devices than typical ANPC topologies, which improved the balance of the split DC-link
voltages. Suggested a bidirectional single-phase ANPC 5LC for use in filtering active in G2V, V2G, and
V2H apps [10]. Suggested a multi-level active rectifier with self-balanced capacitors and five voltage levels
[11]. It discussed the working concept, modulation technique, closed-loop control. Discussed fast EV
charging three phase AC/DC topologies NPC, bridgeless boost, and Vienna rectifiers converters [12]. Several
of the AC/DC boost topologies mentioned in [13] have been compared based on these criteria: The size of the
boosting inductors, the active power switches as well as the output voltage level [14]–[16]. They work on
chargers integrated with electric motors or non-contact inductive charging technologies. Demonstrated a
bidirectional converter based on an isolated DC/DC topology and a pulse width modulation (PWM) resonant
converter that has V2G capabilities [17]. Suggested an interleaved buck-boost on-board charger (OBC) non-
isolated topology, which offers management of power quality that ensures reactive power operation won't
damage the battery [18]. Presents different topologies for on-board bidirectional battery chargers [19].
This paper makes a suggested onboard battery charger that enables rapid charging and rapid
discharging. It uses a combination of power electronic circuits. The three-level NPC topology is attractive for
AC/DC converters. The direct power control technique enhances the properties of the three-phase, three-level
PWM rectifiers in terms of stable switching frequency operation, unity power factor, and a reduced harmonic
distortion rate of grid currents consumed by the rectifiers [20]. A half-bridge converter is interfaced among
the AC/DC converter and the battery to realize the concepts of G2V and V2G.
This paper is organized as follows: in the second part, we are attracted to the design of a
bidirectional EV battery charger topology using a two-stage power converter, an AC/DC bidirectional PWM
converter, and a DC/DC bidirectional converter in cascade. Firstly, we are attracted to the design of the three-
level NPC PWM rectifier and the modeling of the buck-boost converter with a half-bridge topology. Then,
the electric vehicle battery (EVB) based on the algebraic Shepherd model and its validation are presented.
The combined control strategy of the onboard EV battery charger is presented in the third part. We are
developing a new predictive direct power control using the SVM approach to control a bidirectional AC/DC
converter and controlling the buck-boost converter using direct current techniques. The numerical simulation
of the suggested onboard converter is shown in the fourth part. The conclusion will be given in the last section.

2. BIDIRECTIONAL EV BATTERY CHARGER TOPOLOGY

Figure 1 shows the circuit of the bidirectional on-board EV battery charger. It consists mainly of a
bidirectional AC-DC converter as the first stage. Following that, a bidirectional dc-dc converter is used to
regulate the battery current as the second stage. The first connects to the electrical grid, while the second
connects to the traction battery.

Figure 1. Main circuit of the suggested EV battery charger

Int J Pow Elec & Dri Syst, Vol. 15, No. 1, March 2024: 303-311
Int J Pow Elec & Dri Syst ISSN: 2088-8694  305

2.1. Bidirectional DC/DC converter circuit analysis

The half-bridge converter is the one who controls the direction of energy through the use of the
direct current technique Depending on whether it is charging or discharging, it functions as a buck converter
or a boost converter [21]. The main operation equations can be synthesized for buck and boost modes [22], as
follows:
− Buck mode: During this mode, 𝑇13 and 𝐷14 are turned 𝑜𝑛.The main equations governing operation in
buck mode are as (1) and (2), when 𝑇13 is turned on :𝑉𝐶𝑏𝑢𝑠 > 𝑉𝑏𝑎𝑡𝑡 .

𝑑𝑖𝐿
𝑉𝐿 = 𝐿 = 𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡
𝑑𝑡
{ 1 𝑇𝑜𝑛 (1)
𝑖𝐿 = ∫ (𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡 )𝑑𝑡
𝐿 0

When 𝐷14 is turned 𝑜𝑛

𝑑𝑖𝐿
𝐿 = −𝑉𝑏𝑎𝑡𝑡
𝑑𝑡
{ 1 𝑇𝑜𝑓𝑓 (2)
𝑖𝐿 = ∫𝑇𝑜𝑛 −𝑉𝑏𝑎𝑡𝑡 𝑑𝑡
𝐿

So:

⟨𝑉𝐿𝑏𝑢𝑐𝑘 ⟩ = 𝐷(𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡 ) − (1 − 𝐷)𝑉𝑏𝑎𝑡𝑡 = 0 ⇒ 𝑉𝑏𝑎𝑡𝑡 = 𝐷𝑉𝐶𝑏𝑢𝑠 (3)

Where:
𝑇𝑜𝑛
𝐷= (4)
𝑇𝑜𝑓𝑓

− Boost mode: During this mode, 𝑇14 and 𝐷13 are turned 𝑜𝑛. The main equations governing this mode by
(5), when T14 is turned 𝑜𝑛: 𝑉𝑏𝑎𝑡𝑡 < 𝑉𝐶𝑏𝑢𝑠 .

𝑑𝑖𝐿
𝐿 = −𝑉𝑏𝑎𝑡𝑡
𝑑𝑡
{ 1 𝑇𝑜𝑓𝑓 (5)
𝑖𝐿 = ∫𝑇𝑜𝑛 −𝑉𝑏𝑎𝑡𝑡 𝑑𝑡
𝐿

When 𝐷13 is turned on:

𝑑𝑖𝐿
𝐿 = 𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡
𝑑𝑡
{ 1 𝑇𝑜𝑓𝑓
(6)
𝑖𝐿 = ∫𝑇𝑜𝑛 (𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡 )𝑑𝑡
𝐿

⟨𝑉𝐿𝑏𝑜𝑜𝑠𝑡 ⟩ = −𝐷𝑉𝑏𝑎𝑡𝑡 + (1 − 𝐷)(𝑉𝐶𝑏𝑢𝑠 − 𝑉𝑏𝑎𝑡𝑡 ) = 0 ⇒ 𝑉𝑏𝑎𝑡𝑡 = (1 − 𝐷)𝑉𝐶𝑏𝑢𝑠 (7)

The ratio relationship between the chopper sides can be controlled using a PWM signal. with the
drive 𝑇𝑜𝑛 and cut-off 𝑇𝑜𝑓𝑓 timings forming one switching period 𝑇. The duty-cycle 𝐷 of this circuit
determines the voltage conversion ratio, which may be described in (3) in the buck scenario and (7) for the
boost scenario. while sizing this inductor Taking into account the greater power output when the battery is
charged Regardless of the manner of operation, the voltage is lower. In (8) is the result for buck mode:
𝑉𝐶𝑏𝑢𝑠 −𝑉𝑏𝑎𝑡𝑡
𝐿= 𝑇𝑜𝑛 (8)
2𝛥𝑖𝐿

The (8) is obtained using (3) for the buck mode.

 Vbatt min
Ton − min = V T
 Cbus

T Vbatt max
on − max = T

 VCbus (9)

New combined control strategy of on-board bidirectional battery chargers … (Khadidja Hadji)
306  ISSN: 2088-8694

The (10) is used in the boost mode.

𝑉𝑏𝑎𝑡𝑡𝑛𝑜𝑚
𝐿𝑏𝑜𝑜𝑠𝑡 = 𝑇𝑜𝑛 (10)
2𝛥𝑖𝐿

The (11) is obtained using (7) for the boost mode.

 Vbatt max
Ton min = 1 − V T
 Cbus

T Vbatt min
on max = 1 − T

 VCbus (11)

Where: 𝑉𝐶𝑏𝑢𝑠 = 500 𝑉, 𝑉𝑏𝑎𝑡𝑡𝑚𝑖𝑛 = 330 𝑉, 𝑉𝑏𝑎𝑡𝑡𝑚𝑎𝑥 = 385 𝑉, and 𝑇 = 50 𝜇𝑠. The numerical application of in
(8), (9), (10) and (11) in brief is shown in Table 1. Using the maximum 𝑇𝑜𝑛 value for the buck case 38 𝜇𝑠 as a
result, a 1.2 𝑚𝐻 chopper inductor is used to verify the smaller size of this charger.

Table 1. Determined parameters for both modes

Mode 𝑇𝑜𝑛𝑚𝑖𝑛 𝑇𝑜𝑛𝑚𝑎𝑥 𝛥𝑖𝐿 𝐿𝑚𝑖𝑛 𝐿𝑚𝑎𝑥 𝐷𝑚𝑖𝑛 𝐷𝑚𝑎𝑥
Buck mode 33 𝜇𝑠 38.5 𝜇𝑠 2.33 1.2 𝑚𝐻 1.4 𝑚𝐻 0.66 0.77
Boost mode 11.5 𝑚𝐻 18 𝑚𝐻 2.33 0.81 𝑚𝐻 1.3 𝑚𝐻 0.23 0.36

2.2. Shepherd battery model

The EV Battery modeling is subject to the following simplifying assumptions: The amplitude of the
current has no impact on the battery's capacity; the temperature has no impact on the model's performance;
and the battery's self-discharge is not reflected. As illustrated in Figure 2, the battery model is an internal
resistance connected in series to a regulated voltage source. The regulated voltage source was developed by
Shepherd [22], [23]. The electrochemical behavior of a battery is as a function of terminal voltage, state of
charge (SOC), internal resistance, discharge current, and open circuit voltage.

Figure 2. Shepherd battery model

2.3. The discharge model

The proposed discharge model takes into account the open circuit voltage (OCV) as a function of
SOC and adds a term describing the polarization voltage and a term concerning the polarization resistance to
better represent the OCV behavior [23]. The battery voltage obtained is given by (12).
𝑄 ∗
𝑉𝑏𝑎𝑡𝑡𝑑𝑖𝑠𝑐ℎ = ⏟
𝐸0 − 𝑉𝑝 + ⏟
𝐴 𝑒𝑥𝑝( 𝐵𝑖𝑏𝑎𝑡𝑡 𝑡) −𝐾 𝑖 −⏟
𝑅𝑖𝑛𝑡 𝑖𝑏𝑎𝑡𝑡 (12)
⏟ 𝑄−𝑖𝑏𝑎𝑡𝑡𝑡 𝑏𝑎𝑡𝑡
𝑉𝑜𝑣𝑐 𝑉𝑒𝑥𝑝 𝑉𝑑𝑟𝑝
𝑅𝑝

Where:
𝑄
𝑉𝑝 = 𝐾 𝑖 𝑡
𝑄−𝑖𝑏𝑎𝑡𝑡 𝑡 𝑏𝑎𝑡𝑡

𝑉
𝐾 : polarization resistance [ ],𝑄: battery capacity [𝐴ℎ],𝑉𝑑𝑟𝑝 : ohmique voltage drop 𝑖𝑏𝑎𝑡𝑡 𝑡 = ∫ 𝑖𝑏𝑎𝑡𝑡 𝑑𝑡 actuel
𝐴ℎ
charge [𝐴ℎ], 𝐴 : exponential zone amplitude, 𝑅𝑖𝑛𝑡 : internal résistance, 𝐵 : exponential zone time constant
inverse [𝐴ℎ]−1, [𝛺], 𝐴 and 𝐵 : the exponential zone settings.

Int J Pow Elec & Dri Syst, Vol. 15, No. 1, March 2024: 303-311
Int J Pow Elec & Dri Syst ISSN: 2088-8694  307

2.4. The charge model

The charging behavior varies depending on the type of battery, particularly the end of charge
characteristic. In our case, the Li-ion battery charge voltage is the same as in the discharge model, with the
exception of the polarization resistance [23], [24]. So, the charge model is given by (13).
𝑄 ∗
𝑉𝑏𝑎𝑡𝑡𝑐ℎ = 𝐸
⏟0 − 𝑉𝑝 + 𝐴
⏟𝑒𝑥𝑝( − 𝐵𝑖𝑏𝑎𝑡𝑡 𝑡) −𝐾 −𝑅 (13)
⏟ 𝑖𝑏𝑎𝑡𝑡𝑡−0.1𝑄 𝑖𝑏𝑎𝑡𝑡 ⏟𝑖𝑛𝑡 𝑖𝑏𝑎𝑡𝑡
𝑉𝑜𝑣𝑐 𝑉𝑒𝑥𝑝 𝑉𝑑𝑟𝑝
𝑅𝑝

2.5. Extracting the parameters and the model validation of the battery
The suggested approach's easy extraction of the dynamic model parameters is a key component. In
actuality, obtaining the parameters from the battery does not need doing experimental tests on it. The
manufacturer's rating is only three points with the help of MATLAB discharge curve, in steady state, are
required to obtain the parameters. In our case, the battery consists of 22 modules connected in parallel to
obtain a (330 V, 50 Ah) pack, where each module consists of 100 (3.3 V, 2.3 Ah) cells connected in series,
The model validation of the battery pack in MATLAB Simulink gives us these parameters: E0 = 357.8385,
Rint = 0.066, K = 0.049446, A = 27.7121, B = 1.2212 . In addition to what is summarized in the Table 2.

Table 2. Simulation and data sheet results of the battery pack

Parameters Nominal Maximum Fully End of the exponential Nominal zone Cut-off Configuration Cell
Discharge capacity charged zone (𝑄𝑒𝑥𝑝𝑒𝑥𝑝 (𝑄𝑛𝑜𝑚 , 𝑉𝑛𝑜𝑚 ) voltage number
current voltage
Value 21.74 𝐴 50 𝐴ℎ 384.1158 𝑉 (56.5273 𝐴ℎ, 2.46 𝑉) (45.22 𝐴ℎ, 330 𝑉) 247.5 𝑉 247.5 𝑉 2200

3. COMBINED CONTROL DESIGN OF ON-BOARD EV BATTERY CHARGER

3.1. Bidirectional AC/DC converter controller
Figure 3 shows the block diagram of the suggested control a three-phase, three-level NPC rectifier
can be controlled using a direct predictive power control model (MP-DPC) using a system model to predict
the development of system variables through time and deciding on the best controls for the cost function
optimization problem, for more detail, please refer to [20], [25], [26].

Figure 3. Block diagram of the predictive-DPC of a bidirectional AC/DC converter

3.2. Bidirectional DC/DC converter controller

The direct current technique is employed to regulate the flow of power, operating as buck when 𝑇13
is triggered (on/off) and a boost converter when 𝑇14 is triggered. Figure 4 illustrates the DC/DC control
design. The difference between reference and measured battery currents determines whether the battery is
charging or discharging. This difference travels to the PI controller for tuning the charging or discharging
mode. A pulse width modulation (PWM) technique generates pulses from the PI controller's output signal to
control of the switches.
New combined control strategy of on-board bidirectional battery chargers … (Khadidja Hadji)
308  ISSN: 2088-8694

(a) (b)

Figure 4. Algorithm of mode selector: (a) discharge and (b) charge

4. SIMULATION RESULTS
Numerical simulations were carried out under the MATLAB/Simulink environment to confirm the
robustness of the control structures proposed for the bidirectional on-board battery charger in various
operating modes. Numerical simulations were carried out under the MATLAB/Simulink environment to test
the robustness of the control structures proposed for the bidirectional on-board battery charger in various
operating modes. The electric parameters of the first stage of the charger AC/DC are listed in Table 3.

Table 3. EV Battery charger parameters

Grid phase voltage Filter inductance DC-bus capacitor DC-bus voltage
AC/DC converter 𝑉 = 70 𝑉/ 𝑓 = 50 𝐻𝑧 𝐿 = 8 𝑚𝐻 𝐶𝑑𝑐 = 5600 𝜇𝐹 𝑉𝑑𝑐 = 500 𝑉

In this simulation test, a reference DC output voltage of 500 V, a reference active power of 5 kW,
and a reactive power of 0 VAR are imposed. The initial battery state of charge has been set to 50% in order
to confirm that the battery is capable of taking or delivering power as needed. The DC/DC converter
controller calculates the reference current required to deliver the required active power shown in Figure 5(a).
From this Figure 5, we notice that the power grid follows the computed reference active power. The reactive
power is obviously kept at zero in Figure 5(b) to get a unit power factor. According to this figure, predictive
DPC control significantly reduces active and reactive power ripples. Figure 5(c) illustrates the voltage
tracking waveforms on the DC side. This answer reveals that the DC bus voltage completely matches its
reference, as we can see. In actuality, it experiences a small change when the mode is switched at t = 200 s. A
suitable steady-state operation without any static. We notice from Figure 5(d) that the average value of the
neutral point voltage is around the zero value.
First, when in G2V operating mode, the battery gets charged from the power grid between 0 and 200
s, and the battery charger draws perfect sinusoidal current from the grid, achieving a unity power factor and
enhancing the power quality of the electric power system. The system is configured to charge normally at a
current of 50 A, and the battery absorbs around 18 kW of power from the grid. The DC power thus produced
can be electrochemically converted and stored in the EV battery. Figure 5(e) shows good tracking of the
charging power reference. As shown in Figure 5(f), the battery SOC increased by 5.5% during 200 s (3.33
minutes) to get a more realistic result. Figures 5(g) and 5(h) show the variation of battery current and its
terminal voltage. When the battery is charged, we can see that the battery current is constant while the
voltage increases almost linearly until it reaches 364 volts.
After t = 200 s, the V2G mode starts, and the battery's stored energy is returned to the power grid
under a current of -50 A and an output power of 18 kw with low current ripple. During this discharging
mode, the terminal voltage drops to 346.8 V (Figure 5(h)) and the battery SOC drops by 5.5% (Figure 5(f)),
confirming that the DC/DC converter is working properly. Figure 5(i) shows the battery power. Figure 5(j)
illustrates the variation of the input current of the DC/DC converter. We notice in V2G mode that the DC/DC
converter increases the battery voltage to 853 V to reach the required DC voltage (Figure 5(k)).
Figure 5(l) shows that the electrical grid current and voltage are in phase, resulting in a unity of power factor,
Figure 5(m). The absorbed currents have a quasi-sinusoidal waveform without ripple in steady state.
Figure 5(n) represents the battery discharge stage in the common capacitor between AC/DC and DC/DC
converter, meaning it does not absorb current from the electrical grid. The FFT analysis of the grid currents
indicates a low rate of harmonic distortion of the absorbed currents (THD = 0.48%), Figure 5(o).

Int J Pow Elec & Dri Syst, Vol. 15, No. 1, March 2024: 303-311
Int J Pow Elec & Dri Syst ISSN: 2088-8694  309

(a) (b) (c)

(d) (e) (f)

(g) (h) (i)

(j) (k) (l)

(m) (n) (o)

Figure 5. Simulation result: (a) instantaneous active power of grid, (b) instantaneous reactive power of grid,
(c) DC bus voltage, (d) neutral point voltage, (e) power of the battery charger, (f) battery SOC, (g) battery
current, (h) battery voltage, (i) battery power, (j) load current of the DC/DC converter, (k) DC voltage in
G2V and V2G modes, (l) grid voltage and current during G2V mode, (m) power factor, (n) grid current and
voltage during V2G mode, and (o) waveform and spectrum of power source current in G2V mode

New combined control strategy of on-board bidirectional battery chargers … (Khadidja Hadji)
310  ISSN: 2088-8694

5. CONCLUSION
Taking the two power flows G2V and V2G into account, a new topology for the on-board EV
battery charger is presented in this paper. That allows controlling the instantaneous active and reactive power
exchanged between the grid and the EV battery using a combined control based on predictive DPC and direct
current control. Simulation results show that the proposed combined control can improve the characteristics
of the on-board bidirectional battery charger for electric vehicles in terms of active power regulation in the
grid by EV batteries through G2V and V2G modes, unit power factor, low harmonic distortion of grid-
injected current, and good dynamic performance of DC-bus voltage stability. This work directs us towards
several research perspectives, such as the implementation of the combined control to validate the simulation
results under balanced and unbalanced power exchange conditions and the study of other types of
bidirectional AC/DC and DC/DC converter structures.

REFERENCES
[1] A. Saadaoui, M. Ouassaid, and M. Maaroufi, “Overview of Integration of Power Electronic Topologies and Advanced Control
Techniques of Ultra-Fast EV Charging Stations in Standalone Microgrids,” Energies, vol. 16, no. 3, p. 1031, Jan. 2023, doi:
10.3390/en16031031.
[2] B.-K. Lee, J.-Y. Lee, and D.-H. Kang, “An Isolated PFC Converter with Harmonic Modulation Technique for EV Chargers,” in
2018 International Power Electronics Conference (IPEC-Niigata 2018 -ECCE Asia), May 2018, pp. 3030–3033. doi:
10.23919/IPEC.2018.8507501.
[3] J. Zhang, S. Xu, Z. Din, and X. Hu, “Hybrid Multilevel Converters: Topologies, Evolutions and Verifications,” Energies, vol. 12,
no. 4, p. 615, Feb. 2019, doi: 10.3390/en12040615.
[4] M. Nicholas and D. Hall, “Lessons learnes on early electric vehicle fast-charging deployments,” ICCT White Paper, no. July, p.
54, 2018.
[5] J. Yuan, L. Dorn-Gomba, A. D. Callegaro, J. Reimers, and A. Emadi, “A Review of Bidirectional On-Board Chargers for Electric
Vehicles,” IEEE Access, vol. 9, pp. 51501–51518, 2021, doi: 10.1109/ACCESS.2021.3069448.
[6] S. Jaman, S. Chakraborty, D.-D. Tran, T. Geury, M. El Baghdadi, and O. Hegazy, “Review on Integrated On-Board Charger-
Traction Systems: V2G Topologies, Control Approaches, Standards and Power Density State-of-the-Art for Electric Vehicle,”
Energies, vol. 15, no. 15, p. 5376, Jul. 2022, doi: 10.3390/en15155376.
[7] V. Monteiro, J. A. Afonso, and J. L. Afonso, “Bidirectional Power Converters for EV Battery Chargers,” Energies, vol. 16, no. 4,
p. 1694, Feb. 2023, doi: 10.3390/en16041694.
[8] A. Jain, K. K. Gupta, S. K. Jain, P. Bhatnagar, and H. Vahedi, “A V2G Enabled Bidirectional Single/Three-Phase EV Charging
Interface Using Modular Multilevel Buck PFC Rectifier,” Electronics, vol. 11, no. 12, p. 1891, Jun. 2022, doi:
10.3390/electronics11121891.
[9] J. Lara, L. Masisi, C. Hernandez, M. A. Arjona, and A. Chandra, “Novel Five-Level ANPC Bidirectional Converter for Power
Quality Enhancement during G2V/V2G Operation of Cascaded EV Charger,” Energies, vol. 14, no. 9, p. 2650, May 2021, doi:
10.3390/en14092650.
[10] L. Jorge, H. Concepcion, M. A. Arjona, M. Lesedi, and C. Ambrish, “Performance Evaluation of an Active Neutral-Point-
Clamped Multilevel Converter for Active Filtering in G2V-V2G and V2H Applications,” IEEE Access, vol. 10, pp. 41607–41621,
2022, doi: 10.1109/ACCESS.2022.3167694.
[11] Y. Lu, H. Ma, Y. Wei, Y. Pan, X. Chen, and Y. Huang, “Research on Five-Level PFC Circuit Topology Based on Switch-Diode-
Capacitor Network,” Electronics, vol. 12, no. 6, p. 1286, Mar. 2023, doi: 10.3390/electronics12061286.
[12] S. Chakraborty, H.-N. Vu, M. M. Hasan, D.-D. Tran, M. El Baghdadi, and O. Hegazy, “DC-DC Converter Topologies for Electric
Vehicles, Plug-in Hybrid Electric Vehicles and Fast Charging Stations: State of the Art and Future Trends,” Energies, vol. 12, no.
8, p. 1569, Apr. 2019, doi: 10.3390/en12081569.
[13] H. He, R. Xiong, and J. Fan, “Evaluation of Lithium-Ion Battery Equivalent Circuit Models for State of Charge Estimation by an
Experimental Approach,” Energies, vol. 4, no. 4, pp. 582–598, Mar. 2011, doi: 10.3390/en4040582.
[14] M. Y. Metwly, M. S. Abdel-Majeed, A. S. Abdel-Khalik, R. A. Hamdy, M. S. Hamad, and S. Ahmed, “A Review of Integrated
On-Board EV Battery Chargers: Advanced Topologies, Recent Developments and Optimal Selection of FSCW Slot/Pole
Combination,” IEEE Access, vol. 8, pp. 85216–85242, 2020, doi: 10.1109/ACCESS.2020.2992741.
[15] S. Semsar, T. Soong, and P. W. Lehn, “On-Board Single-Phase Integrated Electric Vehicle Charger With V2G Functionality,”
IEEE Transactions on Power Electronics, vol. 35, no. 11, pp. 12072–12084, Nov. 2020, doi: 10.1109/TPEL.2020.2982326.
[16] F. Un-Noor, S. Padmanaban, L. Mihet-Popa, M. Mollah, and E. Hossain, “A Comprehensive Study of Key Electric Vehicle (EV)
Components, Technologies, Challenges, Impacts, and Future Direction of Development,” Energies, vol. 10, no. 8, p. 1217, Aug.
2017, doi: 10.3390/en10081217.
[17] B.-K. Lee, J.-P. Kim, S.-G. Kim, and J.-Y. Lee, “An Isolated/Bidirectional PWM Resonant Converter for V2G(H) EV On-Board
Charger,” IEEE Transactions on Vehicular Technology, vol. 66, no. 9, pp. 7741–7750, Sep. 2017, doi:
10.1109/TVT.2017.2678532.
[18] A. Phimphui and U. Supatti, “V2G and G2V Using Interleaved Converter for a Single-Phase Onboard Bidirectional Charger,” in
2019 IEEE Transportation Electrification Conference and Expo, Asia-Pacific (ITEC Asia-Pacific), May 2019, pp. 1–5. doi:
10.1109/ITEC-AP.2019.8903662.
[19] K. Fahem, D. E. Chariag, and L. Sbita, “On-board bidirectional battery chargers topologies for plug-in hybrid electric vehicles,”
in 2017 International Conference on Green Energy Conversion Systems (GECS), Mar. 2017, pp. 1–6. doi:
10.1109/GECS.2017.8066189.
[20] K. Hadji, K. Hartani, T. M. Chikouche, and A. E. Ameur, “Predictive Direct Power Control of a Three-Phase Three-Level NPC
PWM Rectifier based on Space Vector Modulation,” in 2021 12th International Symposium on Advanced Topics in Electrical
Engineering (ATEE), Mar. 2021, pp. 1–9. doi: 10.1109/ATEE52255.2021.9425052.
[21] H. N. de Melo, J. P. F. Trovao, P. G. Pereirinha, H. M. Jorge, and C. H. Antunes, “A Controllable Bidirectional Battery Charger
for Electric Vehicles with Vehicle-to-Grid Capability,” IEEE Transactions on Vehicular Technology, vol. 67, no. 1, pp. 114–123,
Jan. 2018, doi: 10.1109/TVT.2017.2774189.

Int J Pow Elec & Dri Syst, Vol. 15, No. 1, March 2024: 303-311
Int J Pow Elec & Dri Syst ISSN: 2088-8694  311

[22] K. M. Tan, V. K. Ramachandaramurthy, and J. Y. Yong, “Bidirectional battery charger for electric vehicle,” in 2014 IEEE
Innovative Smart Grid Technologies - Asia (ISGT ASIA), May 2014, pp. 406–411. doi: 10.1109/ISGT-Asia.2014.6873826.
[23] O. Tremblay and L.-A. Dessaint, “Experimental Validation of a Battery Dynamic Model for EV Applications,” World Electric
Vehicle Journal, vol. 3, no. 2, pp. 289–298, Jun. 2009, doi: 10.3390/wevj3020289.
[24] M. Chen and G. A. Rincon-Mora, “Accurate electrical battery model capable of predicting runtime and I-V performance,” IEEE
Transactions on Energy Conversion, vol. 21, no. 2, pp. 504–511, Jun. 2006, doi: 10.1109/TEC.2006.874229.
[25] T. M. Chikouche, K. Hartani, and T. Terras, “Predictive-DPC Based on Duty Cycle Control of PWM Rectifier under Unbalanced
Network,” Periodica Polytechnica Electrical Engineering and Computer Science, vol. 66, no. 2, pp. 139–147, May 2022, doi:
10.3311/PPee.20048.
[26] S. S. H. Khadidja, “Commande directe de puissance d’un redresseur MLI triphasé de structure NPC à trois niveaux,” Project
Master LMD, Département d’Electrotechnique, Faculté de Technologie, Université de Saida, 2018-2019.

BIOGRAPHIES OF AUTHORS

Khadidja Hadji is Ph.D. student in the Department of Electrotechnics

Engineering at the university Dr Moulay Tahar of Saida, Algeria. she was born in Saida,
Algeria in 1996, she received B.S. degree in Electro-technical engineering in 2017 and Master
degree in Industrial electrical engineering in 2019. His main research interests revolve around
power electronics concerning battery charger for electric vehicle. She can be contacted at
email: [email protected] or [email protected].

Kada Hartani is a lecturer in Electrical & Engineering Department at the

University of Saida, Algeria since 2003. He was born in Saida, Algeria in 1976. He obtained
his Doctorate in Electrical Control from the University of Sciences and Technology (USTO),
Oran, Algeria, in 2007; M.S. in electrical control from the University of Sciences and
Technology (USTO), Oran, Algeria, 2003; B.S. in Electrotechnical Engineering from the
University of Saida, Algeria, in 1997. Currently, he is a professor in electrical control and
director of Electrotechnical Engineering Laboratory at the University of Saida, Algeria. His
fields of interest include multi-machine multi-converter systems, antilock brake system,
traction control system, and anti-skid control for electric vehicle. He can be contacted at email:
[email protected].

Tarik Mohammed Chikouche was born in Saida, Algeria, in 1966. He received

the B.S. degree in Electrical Engineering from Mohamed Boudiaf University of Sciences and
Technologie, Oran, Algeria, in 1991 and the M.S. degree from High National Schools of
Technical Studies in 2004. Subsequently, he received the Ph.D. degree from Djillali Liabes
University, Sidi Bel Abbès, Algeria, in 2013 and the university habilitation from Doctor Tahar
Moulay University of Saida, Algeria in 2018., Algeria. His research interests include electrical
machines and drives, energy quality, control of three phase PWM rectifier, and renewable
energy. He can be contacted at email: [email protected].

New combined control strategy of on-board bidirectional battery chargers … (Khadidja Hadji)