Professional Documents
Culture Documents
Gangyao Wang
Srdjan Lukic
Member, IEEE
smlukic@ncsu.edu
I.
INTRODUCTION
Subhashish Bhattacharya
Member, IEEE
sbhattacharya@ncsu.edu
Alex Huang
Fellow, IEEE
aqhuang@ncsu.edu
wind power and solar power [1]. Moreover, there are still
other services such as reactive power control PHEVs may
contribute to but this may cause controversy because the
reactive power related services are seldom discussed at the
residential voltage level. If PHEVs are considered a
distributed generator (DG) the power electronics converter
should meet all the requirements from IEEE 1547 standards.
However, the anti-islanding function required of distributed
generators during grid faults needs to be reconsidered: grid
connected power converters must implement an antiislanding function because without disconnection from the
grid some DG may still send the power to the grid which may
pose a safety issue to maintenance staff. However this will
cause an interruption of electrical power service to the house,
so an uninterrupted power supply (UPS) is used to supply the
critical loads at this time. Similar to the idea of UPS, PHEV
can also be used to keep a house power uninterrupted with
the additional wiring to direct the power from PHEV to the
critical loads instead of to the grid. Some DG converters in
use today can also provide a stand-alone mode to supply
critical loads during grid faults [2] [3]. Based on the functions
described above, bi-directional power electronics will play an
important role to be the interface between PHEVs and the
grid. In this paper a bi-directional vehicle battery charger that
can achieve three major functions: 1) battery charging; 2)
vehicle to grid (V2G); 3) vehicle to home (V2H) is presented.
Furthermore this charger will become a platform for the
research of PHEVs impact on the grid.
In this paper, a practically designed multi-function bidirectional battery charger is proposed based on an American
house power system configuration. Operation principles and
practical issues are discussed. The control of the converter for
three major modes is designed. The functions and the
respective controller performance of the system are verified
by the prototype charger simulation and test results.
II.
A.
Charger Topology
The topology of the proposed bi-directional battery charger
is shown in figure 1. This bidirectional charger has two
power stages: stage 1 is a grid-side converter; stage 2 is a
battery-side converter. Normally, in a US house the main
input panel gets the power from a split-phase transformer
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AC voltage
AC filter capacitor
AC filter inductor
DC bus capacitor
DC bus voltage
Battery voltage
A split-phase three-leg converter [4]-[6] is used as the gridside converter in order to fit the household circuitry
configuration. Compared with a traditional split-capacitor Hbridge, the center point of a three-leg converter is tapped to
the middle point of the third leg rather than the middle point
of the DC capacitors. The two half-bridge branches of the
three-leg converter have the same uni-polar sinusoidal pulse
width modulation method as an H-bridge converter, and the
third half-bridge is controlled by fixed 50% duty to keep the
two 120V output voltage balance. Compared with a splitcapacitor H-bridge converter, the three-leg converter has the
following advantages: 1) no DC capacitor voltage balance
issue; 2) smaller output filter size; 3) smaller DC bus current
ripple; 4) higher utilization of DC bus voltage [4]-[6]. The
topology for the battery-side converter is a bi-directional half
bridge (HB) converter.
120V/240V AC
50uF
1mH
2mF
400V DC
180V~360V
In V2G and V2H mode, the power inside the battery is sent
back to the grid or loads. At V2G mode, the grid-side
converter is operating with a current-mode controller which
achieves the low-harmonics sinusoidal current feeding back
to the grid, while at V2H mode the converter is operating
with a voltage-mode controller which supplies a sinusoidal
voltage with connection of any type of load. The battery-side
converter in both modes regulates the DC bus voltage by
operating in the boost mode. The real power feeding-back is
determined by both of the battery state of charge which is
sent out by the battery management system through the CAN
bus and the power demand from power system. Table I shows
the power stage parameters for the proposed battery charger.
B.
Infrastructure
The infrastructure of PHEV integrated with grid in the
household circuitry is shown in Figure 2.The circuitry
configuration for a traditional American house is drawn based
on a house circuitry with a grid-tie PV system [7], the AC
mains and all connection are taken out of the house in order
to show the wiring connection of PHEV with the house
clearly. For a house with renewable energy such as solar
panels the generated electricity can be sold back to the grid so
a bi-directional smart meter is used and this meter is also
known as net metering. With this bi-directional smart
meter, V2G can be also implemented.
C. Charging mode, vehicle to grid mode and vehicle to
home mode
In the first mode, the charger transfers the power from the
grid to charge the battery. The grid-side converter uses
different half-bridges to do the AC/DC conversion based on
the different input voltage. As is shown in figure 1 if the
input voltage is 240V the half-bridge LA and LB will operate
and if the input voltage is 120V AC the half-bridge LA/LB
and LN will work. The charger power rating is designed
based on previous EV charging level. At EV charging level,
level I and level II are belong to AC charging: level I is 120V
AC 1.8kW and level II is 240V AC 6.6kW. In the proposed
D.
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LN
LA
if
LB
Vdc
cdc
VN
ic
iL
cf
LA
cf
LAB
LB
L
Fig.3. Grid-side converter
iL =
Gc Vdc
iL*
Gc Vdc + 2rL + 2 Ls
(1 G f Vdc + rL c f s + Lc f s 2 )
(1)
Vab
Gc Vdc + 2rL + 2 Ls
Where Vab is the grid voltage; iL is the current into the grid
or loads; M is the controller output; Vdc is the DC bus
voltage; rL is the inductor winding resistance; c f is the filter
capacitor;
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Vab
Vdc = 1
Lc f s + rL c f s Vdc Gc
vo =
function that:
GcVdc
iL
=
1
*
iL GcVdc + rL + Ls
(2)
2c s
Gc ( s ) = K p + K i 2
s + 2c s + 02
(3)
GcG piVdc
2
v*o
rL + Ls
iL (5)
Lc f s + (c f rL + C f G piVdc ) s + GcG piVdc + c f Vdc + 1
2
Vab
0.5c f s
G f ( s)
i L*
iL
Vdc
Gc ( s)
ic
1 i
f
2Ls
iL
2rL
Van
G f (s)
Van*
Gc ( s)
Van
GPI ( s)
Vdc
ic
1
sL
rL
i c 1 Van
if
iL
sc f
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Vab
Vdc*
i
GPI ( s)
*
L
iL
Gc (s)
sc f
1
sL
Vdc
if
ic
iL
Vdc
rL
Vab* RLoad
V (RLoad cdc s +1)
*
dc
B.
6.00%
5.00%
4.00%
Current
THD
3.00%
2.00%
1.00%
0.00%
1kW
5kW
8kW
10kW
Fig.8. Simulated input current THD for 240V input from 1kW to10kW
charging
200
input current
grid voltage
150
100
50
-50
-100
-150
-200
0.3
0.31
0.32
0.33
0.34
0.35
0.36
Time
Fig.9. Simulated input voltage 120V and input current for 5kW charging
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100
0
-100
output current
-200
-300
-400
3.50%
3.00%
0.05
0.1
0.15
0.1
0.15
10
2.50%
2.00%
PR+HC
1.50%
PI
-5
1.00%
-10
0.50%
-15
0.05
Time
0.00%
THD
3r d
5t h
7t h
9t h
11t h
Fig.13. Load transient and output voltage error for 240V output voltage
13t h
200
Fig.11. Test output current THD and low order harmonics comparison
between PI control and PR+HC control for V2G mode
150
100
50
0
-50
-100
-150
-200
0.05
0.1
0.15
0.1
0.15
10
-5
-10
0.05
Time
Fig.14. Load transient and output voltage error for 120V output voltage
V. CONCLUSION
A new multi-function bi-directional battery charger for
PHEVs is proposed in this paper. The system infrastructure,
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