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Design of Bidirectional Battery Charger for Electric Vehicle

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Design of Bidirectional Battery Charger for Electric Vehicle

M Srinivasan1*, Albert Alexander Stonier2, G Visalaxi3,, M

Revanth4,K Sanjeevkumar4, B Sinduja4 and S Subiksha4
1
Assistant Professor, Department of EEE, Kongu Engineering College,
Perundurai-638060, India.
2
Associate Professor, Department of EEE, Kongu Engineering College,
Perundurai-638060, India.
3
Assistant Professor, Department of CSE, Bharath Institute of Higher Education
and Research, Chennai, India.
4
UG Students, Department of EEE, Kongu Engineering College, Perundurai-
638060, India.

*Corresponding Author: [email protected]

Abstract- This paper proposes a design for the Bidirectional electric vehicle charger
which is capable of doing both the Grid to Vehicle and Vehicle to Grid power transfer,
and the interaction will be made through an automatic smart energy management
system(EMS). A simple power electronics topology is used. The user can adjust the output
of this charger by using the control signal provided by the controller. The simulation result
obtained shows that it has an interaction between the charger and an Energy Management
System(EMS) in a residence.

Keywords: Energy management system, energy storage, bidirectional charger, grid to

vehicle, vehicle to grid, vehicle to vehicle.

1. Introduction
The promotion of ultimate consumer resource efficiency policies along with the reduction of technical
based remedies to manifest them exhibit a basic step influencing for sustainable building, which
should be also joined with a higher penetration of endless resources in the generation mix. The current
growth of the existing grids to smart grids, bestowed with data and communicating technologies (ICT),
provides the technologies basic for the advancement of more sustainable, brilliant and elevated
resource management systems (RMS), such as the resource box (RB) as proposed already[1],[2]. The
RB makes use of the usual elasticity that end user have in load operating condition allotted to obtain
craved necessity response action and obtain ideal global control of energy resources. RB
characteristics are price signals obtained from the grid in the active tariff setting, user comfort demand

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

and limitation, atmospheric connditions, local generation forecast etc..., that could be
b used by a set of
rules for optimized control gamee plans production . These game plans have an adv vantage of ultimate
consumers, by putting down theeir electric power invoice by not lowering the hallm mark of the energy
service given, and system operattor, by guiding network management in terms of a significant
s entering
of intermittent endless generationn[3]. The RB can also exhibit modifying outline, caapture and learn the
consumer’s resource expenditurees profile and usual habit for more ahead resource management
m choices
predictability.
In these circumstances, the accoomplishment of this type of RMS faces some techn nological hindrance
for instance the one said in thhis paper: the outlook of systems for interface am midst the grid and
stationery and vehicular energy vault. The plug in electric vehicle (PEV) that is a vehicle
v that can be
bounced back through an electriic plug (grid to vehicle, G to V), can be seen as a unique urban load
with the inbuilt power to givebacck resource to the grid (vehicle to grid V to G)

In reality, current developmentt in PEV and urban RMS notice the control of PEV P charging and
discharging operation as approppriate matters on the growth of defendable mobiility and universal
optimization of resource consum mption. The RB is trustworthy for limiting G to V/ V to G operations
modes in a way of command siggnals acting as a footnote to the charger controllers. In addition to load
management, photovoltaic and w wind micro-production, the management of G to V /V to G operation
modes has the ability to transformm a residence. The problem in the available charger systems are listed.
They are unidirectional so thatt only grid to vehicle charging is possible. No control c strategy is
integrated within the charger coontrol algorithm and also there is no screen for monitoring the power
variation. Instead of more compllex architecture being given in the literature, the app
proach can achieve
through wanted principles of opperation for the operational architecture of bidirectioonal charger RMS.
The design of power electroniics controllers and sizing of some submissive eleements have been
designed to sustain the current aand voltage levels within the limits, accomplishing power
p quality (PQ)
requirements. Minor sample is sset up for evaluating the desired architecture and control.
c The design
efficiency has been tested in variious performing areas. Final outcomes are quite wortthy and visionary.

2. Power electronics charger topollogy

The most relatable elements of the ggrid are plug in electrical vehicles and their chargerrs. The well-known
an optimized interface between the PEV and the grid are permitted by chargers, main factors for PEV to
become more driven compared witth Internal Combustion Engine (ICE) vehicles are chargers and their
associated intelligent management ssystems. In regarding the control of active power, reactive
r power and
voltage in this type of power convverters research has been worked out. With the refeerence of topology
structure in figure 1. block diagram
m, our model displays some resemblances as well as in the approach of
the controller[4]. A proper and fiirm operation through a reduced-scale experimentaal setup have been
displayed in this paper model. For completing the end outcome, power switches selection, controllers,
filters, and the corresponding mechaanical assembly of all components are essential.

Figure 1. Block diagram.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

3. Electric vehicle charger topologgy

The desirable features for the charger are power bi directionality (V to G and G to V), power factor equal
to one, capability of performing pow wer control, low PQ impact, construction and topolo ogy simplicity, and
regular 16 A single-phase plug com mpatibility. This charger does not allow performing g fast charge, being
2.3 kW (10 A, 230 V) the advisablee maximum power for a single-phase household-type plug. This power
range is categorized based on EU vaalues and power grid limitations, as more power rang ges could present a
counter impact on the less voltagee (LV) grid in areas of PQ and RMS requirementts. In terms of the
voltage level of the battery setup, thhe suggested design is worked on L-category vehiclees (two-, three- and
four-wheel vehicles such as motorrcycles, mopeds, scooters, auto sand mini cars) sttill could be taken
further to another voltage levels. The topology presented in Figure is formed by three legs of two
Insulated Gate Bipolar Transistorrs (IGBT), The IGBTs are used due to their good compromise
characteristics associated with voltaage, switching frequency and current limits[5]. Theese power switches
are used for an AC/DC converter thhat operates as a controlled rectifier or as an inverter for G to V or V to
G operation modes, respectively, annd for a DC/DC converter (C class chopper) in whiich the power used
for both modes is limited. The charracteristics of converters meet the required bi-directtionality, where the
chopper works as buck and boostt for G to V and V to G performance modes, respectively. r Some
complementary elements for filterinng and energy storage purposes are also designed an nd worked, that are
related for wished proper system dyynamics, stability and power quality.

4. AC/DC

Figgure 2. AC to DC converter.

It works as a both rectifier and inverrter mode of operation and in each mode of operatio on it is controllable.
Here apply unipolar switching methhods and at a same time the same leg switches are not n turned on as[6].
The output voltages is taken from thhe upper and lower part of the circuit. In the figure 2 Fourier series is
used to approximate the switching ffunction equal to 1/2 (1+Ci), where Ci is control siignal which is used
to control the convertor. Each IGBT T is turned on and off by using the control signal by a comparison with
the carrier signal. The same princippal is used for the inverter in figure 3 and the outputt is shown in figure
4.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Fiigure 3. DC to AC converter.

The power factor is improved byy adding a L capacitor in the start of this circuit. It iss the minimum cost
solution. The size of the inductorr here used is 7.6mH with a power of 2.3KW.

   



Where Vac = 230V, W= 2ʌf, P=2.3KW

Here used PI controller for AC tto DC and DC to AC conversion. The pole placemen nt approach is used
to tune this PI controller[7]. Duriing this inverter mode this is based on unipolar switcching method.

Fiigure 4. DC to AC converter Output.

5. DC to DC converter
Class C chopper is used for this DC to DC conversion. It operates in first two quadrants. It is a
bidirectional one which operates inn both buck mode and boost modes respectively which w is shown in
figure 5. The PWM signals to these controller is provided by the controller. The importtant element of this
converter are the inductor and a cappacitor. The inductor should be sized and it work as an energy gauge.
The source current ripple is controolled by this inductor. Stabilization of DC voltage is provided by the
capacitor.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Figu
ure 5. DC to DC converter.

6. Controller for DC to DC Conveerter

This is the most important part of tthis circuit. It have two operating cases. One is charging and another
one is discharging. The controllers are designed for both the operations.

Fiigure 6. DC to DC converter controller.

It uses PI controller for this contrrol operation and stimulated the entire design in MA
ATLAB software. It
is known that the charging is donne in two modes of operation. One is constant curreent and another one
is constant voltage. Some batteryy companies separate the constant current and constaant voltage sides at
80% SoC levels[8]. For the currrent control PI controllers fix P as 40 and I as 5000 based on Ziegler
Nichols method in figure 6. It ccan also vary according to our requirement. Here used a separate PI
controller for constant voltage control. For this voltage control PI controller the pro oportional constant
as 1 and integral constant as 50 are fixed by using the same method. The output of o this controller is
shown in figure 7. The battery paarameters while charging is shown in figure 8.

Fiigure 7. Control signal for DC to DC.

For discharging a separate PI coontroller is used which provides the load voltage. Fo
or this proportional
value as 0.15 and integral value aas 200 is fixed as per the same method.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Figure 8. SoC, voltage, current ooutput.

6.1 Formula to calculate SoC of a bbattery

There are four major ways for the SoC calculation of a battery. Here uses direct meth
hod of calculation.
SoC by considering the voltage of thhe battery can be calculated as

         !" (1)

7. Safety features
As a device with the protection agaiinst the electric shock, it is essential to install the prrotective measures.
In the making of a Bidirectional Chharger which can transfer energy to both G2V and V2G V it is necessary
to implement safety. These safety feeatures can protect the charger and it also improves the t life cycle of the
battery and the charger.

7.1 Over voltage protection

In normal condition, the supply volltage is 180V-240V, the voltage at (pin3) of non-inverting terminal of
operational amplifier U2A is lower than the 6.8V. The result of amplifier is 0 and the transistor Q1 is in
off state. The circuit is completed thhrough the normally closed relay. The opamp IC LMM324 works here as
a comparator. The IC LM324 consisst of four op amp, here only two op amp were used. The supply is to be
connected in the series connection oof resistors R1 and resistor R2. The same power sup pply is linked to the
6.8V zener diode and resistor R3. When the input voltage is above 240V it is called d as over voltage,
where the voltage v is at the (pin3)) of non-inverting terminal of operational amplifier U2A is maximum.
Inverting terminal voltage is same aas 6.8 V. Where, voltage at (pin3) of the operational amplifier is higher
than the 6.8V. In these case the reesult of the operational amplifier is high (figure 9)). So the supply is
disconnected and the charger will bee be protected against the over voltage.

7.2 Under voltage protection

When the supply voltage is below 180 V it is called as under voltage. In these case th he voltage at (pin6)
inverting terminal of the operationall amplifier U2B is lower than the voltage at non-inveerting terminal that
is the 6V. Hence the result of the ooperational amplifier U2A goes maximum and it neeutralized the relay
across the transistor of Q1. (figure 9) where the power supply gets removed and the charger is protected
against the under voltage. Here relayy is used in two different conditions,the first if the voltage
v at the pin 3
of operational amplifier is more thaan 6.8V the relay gets opened, the second, the voltag ge at the pin 6 the
operational amplifier is under the 6V
V the relay gets opened.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Figurre 9. Over and Under voltage protection

7.2.1 Specifications of components.

LM324 op amp supply voltage 3V to 32V and the dual power supply ±1.5V to ±16V. lower supply
current is about 700μA. NPN type oof transistor BC547 has max power of 625mW, voltaage collector (max)
is about 45V and current collector (m
max) 100mA.

7.3 Earth leakage protection

Earth leakage protection is used to protect the charger against the earth fault. Where R2 R is position as a
current sensing resistor which have low value so that it act as actual earthing.T1 is a current sensing and a
voltage amplifier stage. The small voltage detected across the R2 is amplified by T1 1 and given to the
LED inside an opto coupler. If thee leakage is not significant (below 20mA) the LE ED inside the opto
coupler is not respond (figure 10) w
where value exceed the limit(above 20mA) the LED insidei opto coupler
switch ON and activate the red LED D connected across collector indicate the earth leakage (figure 11). The
value of R2 is calculated using R = =0.2/0.02=10 ohms. Collector resistance of T1 is qu uite high, T1 could
get trigger with low as the 0.2V to itts base or emitter

Figure 10. Earth leakage protection in normal condition.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Figure 111. Earth leakage protection in fault condition.

In the testing circuit setup 12V AAC supply is connected in series with the lamp whicch act as a load R5
is kept disconnected. It should innstantly switch ON the red LED indicating the curreent leakage through
the R2. Now the load is reducedd by adding a another 12V bulb serious in it. Even in n this condition the
LED should be able to indicate the leakage across R2. This test is used to conforrm proper working
circuit. Now removing the load should suddenly switch OFF the LED to assuring th he correct working
of the circuit.

7.4 Over current protection

It is the protection circuit which prrotects the charger from over current damage. A simple over current
circuit breaker can be used. And allso the Magnetic circuit breaker, fuses and the overr current relays can
be used to the provide the over curreent protection for the circuit.

7.5 Short circuit protection

The AC short circuit protection is ussed to protect the charger from the fault condition. The
T circuit will also
safeguard you house wiring againstt a possible overload conditions. The system consists of optocoupler,
where it internally consist of LED aand switching transistor arrangements. The resistor R1R is connected, the
AC mains current from the house w wiring passes to it and so the over load or over currennt is subjected over
the resistor. During overload and shhort circuit conditions, the resistor develops the poteential to it and send
to optocoupler. The optocoupler sudddenly switch ON the corresponding transistor connected to it. SCR is
used for triggering the main supplyy. During the normal condition, (figure 12) the su upply goes through
resistor R4 and remains switched O ON and allowing the load connected to it. In this condition the SCR
remains in OFF state. In case of oveerload or short circuit the optocoupler transistor condducts and it triggers
the SCR to turn ON and supply throough R1 resistor to safe the load and house wiring eq quipment.

7.5.1 Specification of components.

Input and output of coupling capaciitance is <0.5 Pf. Forward current is 60mA reverse voltage about 6V.
Surge current is 2.5A, collector-emiitter voltage 70V, Emitter-base voltage is 7V, collecttor current is
100mA for the opto-coupler MCT2E E. SCR of c106 has 4A RMS and 400-600 volts.

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

Fiigure 12. AC Short circuit protection.

7.6 Reverse battery protection

Reverse battery protection is usedd to protect the battery from reverse polarity con nnection. Here the
MOSFET is used as a switch and rresistance is considered as a load (figure 13).In no ormal condition the
current flow through the MOSFET. If the charger is attached to the battery correctly the voltage to the gate
is low so the MOSFET is in on conddition. If the charger is attached to the battery incorrectly the voltage to
the gate of the MOSFET is high so tthe switch is in off condition. It prevents the chargerr from damage.

F
Figure 13. Reverse battery protection

7.6.1 Specification of components.

MOSFET of drain current DC is -277A, drain current pulse -108A

8. Controllers
The Proportional Integral type conntroller are used here and they design for accurateely controlling the
Insulated-gate bipolar transistor swiitching by references of current and voltage.
8.1 Controller design

I = −IC + I _L (2)
Cbus ࣭ dVCbus (t)dt = −I (t) + IL (t)
C (3)

VL + VBAT − VCbus = 0 (4)

pper ࣭ di (t)dt = −VBAT (t) + VCbus (t)
LChopp (5)

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IVC RAISE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

VL + VBAT = 0 (6)
LChopper ࣭ d IL (t) dt = −VBAT (t) (7)

IL = − VBAT
T / LChopper s + (1 − d (s)) VCbus / LChopper s (8)

8.2 Controller Of AC/DC Converterr

The controller of the rectifier is Proportional Integral type. A linking of dual Pro oportional Integral
controllers for AC current regulatioon and DC bus voltage, The method of phase lock ked loop is giving
reference of AC current control. A Above controller was tuned by a pole placement approach
a and then
refined by test experiments, at last Insulated-gate bipolar transistor’s PWM signal werre generated by the
PWM generator by Arduino (figure 14). When this used as inverter the controller use AC/DC
A converter, it
is on the basis of the mode used in the charger[9]. A sinusoidal reference is given by b PLL, where the
voltage grid is synchronized. AC/D DC converter mode, the bus voltage of DC is in a right way. Both
AC/DC shape shifter controllers aree connecting to the IGBT and Adriano. Information n for the suggested
topology of charger and the intendedd controllers are brief below,

Figure 14. Voltage andd Frequency value obtained in AC/DC converter conttroller.

Figure 15. Volttage value obtained in DC/DC converter controller.

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IOP Conf. Series: Materials Science and Engineering 1055 (2021) 012141 doi:10.1088/1757-899X/1055/1/012141

8.3 Controller for DC/AC Converter

During the reverse process, the DC is converted to AC. The controller used is PI-based controller. PWM
signal is generate in arduino where required amount of frequency is produced. Those PWM signal were
given to the IGBT to control the flow of voltage in the charger. The PLL is also used provide reference of
DC current[10]. The booster were used in the circuit to improve stead flow of the voltage and current.
This operation will only used when the mode is change to the inverter mode. The requirement of the
frequency of both AC to DC and DC to AC are more or less same. The generated frequency is feed into
the IGBT and rectifier.

8.4 Safety controller

Safety is very important in circuit to protect the charge. There are many safety circuit in this charge and
each and every Safety circuit will be connected to the Arduino, if there is error in the circuit then total
circuit will be disconnected or turn OFF. If there is error signal will be send to the Arduino then it will cut
off the signal to the IGBT.

9. Conclusion
The bidirectional charger is developed which is to be used for the V2G and G2V power flow. It mean a
charging and discharging with one unit are possible, with the design proposed. It operate in constant
current, constant voltage battery charging methods are happen in unit power factor changing. The
operating parameters can be adjusted by varying the control signal from the controller. This design allows
the charging and discharging operation at the different power level.

10. References
[1]Livengood D and Larson R 2009 The energy box: Locally automated optimal control of
residential electricity usage Serv. Sci vol. 1 pp. 1–16.
[2]Soares A, Gomes A, Antunes C. H and Oliveira C Apr. 2017 A customized evolutionary
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[3] Trovao J. P, Pereirinha P. G, Trovao L, and Jorge H, 2011 Electric vehicles chargers haracterization:
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[10] Lopes M, 2012 An automated energy management system in a smart grid context in Proc.
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