A Transformer Less Bi-directional Converter With

P-Q Control Scheme for BESS, V2G and G2V

Applications in Single Phase Utilities
Polly Thomas Ganesh M Shiny K George
EEE Department Southern railway EEE Department
SAINTGITS College of Engg Indian Railway SJCET Palai
Kerala India Kerala
polly.thomas@saintgits.org ganesh.mahadevan8@gmail.com k.george.shiny@gmail.com

Arun Sebastian Arya B S Sneha Susan Abraham

EEE Department EEE Department EEE Department
SAINTGITS College of Engg SAINTGITS College of Engg SAINTGITS College of Engg
Kerala Kerala Kerala
arun.sebastian@saintgits.org arya.bs@saintgits.org sneha.sa@saintgits.org

Abstract— Many developing countries are now facing the
problem of managing the peak demand deficit. Renewable energy
resources are the best solution for this problem. Power storage
devices like batteries can act as another viable solution for this by
off-peak charging and peak time discharging. Efficient
bidirectional converters are essential requirement for proper
operation of the system. For economics, efficient and for easy
applications, light weight transformer less converters exhibit
superior performance over the conventional types. The work
discussed below presents design and analysis of a transformer
less bidirectional converter with dual power (P & Q) control
scheme. The operation of this converter is controlled based on the
corresponding current signal generated by the P-Q control. The
proposed prototype finds its application in Battery Energy
Storage System (BESS), Vehicle 2 Grid & Grid 2 Vehicle
applications, where portability and efficiency are most
important. Simulations are performed using Matlab.
Keywords— Power storage, Battery Energy Storage System
(BESS), Vehicle to Grid (V2G), State ff Charge (SOC),
Bidirectional converters, transformer less converters, Load
leveling
I. INTRODUCTION (HEADING 1)
World’s third largest power producer is India. Like many
other developing countries, India has an installed capacity of
280 GW [23] but is going to a crisis due to difficulty in peak
power management. A shortage of 3% to 16.5% power is
facing by the Indian power sector during peak demand hours.
Studies show that India needs 135 Giga Watts more by 2017.
Now about 27% of peak demand of India is handled by
installed renewable energy capacity [24]. Many of the nations
that are having unused renewable potential can be effectively
used to meet this problem. But these resources lack the feature
of continuous power supply and reliability which are essential
qualities in power sector.
In the above context Electric Vehicles (EV), other renewable
energy resources, power storage devices etc. can be used as
more reliable energy resources for solving the problem of
meeting the peak demand. The concepts of BESS, electric
springs, V2G and G2V are having prime importance in this
field. The intermittent nature of renewable resources creates
the need for storage systems and for this bidirectional
converters are required. The Electric vehicles, which are
having the capability of feeding power back to the grid is
termed as V2G capable vehicles. As normal electric vehicles
are charged from the charging stations or utility outlets, these
V2G capable vehicles can inject power to the same stations or
utility outlets when needed [1-6]. Battery Energy Storage
System can assure energy storage whenever the renewable
energy is available. BESS can store energy during off peak
time from grid and can support the grid to meet the peak
demand. Converters with bi-directional capability can play an
important role in this type of applications.
Utilization of EVs for load leveling can be explained as shown
in the Figure.1. During the off peak time, the grid connected
EVs are charged. Since the EVs are plugged in during the low
peak time, when surpless power is available in the grid in
surplus, the excess generation gets absorbed and hence the
balance between the demand and generation is met. During the
peak time, when the demand is high and the generation is less,
the power balance available in the EV battery can be injected
reverse to the grid as per the requirement [5, 12]. But this
application requires the converters which can produce required
amount of P & Q in a controlled manner as insisted by grid.
[15-20]. Also the weight of the converter, compatibility,
portability etc. also are important. Thus transformer less
converters poses countable advantages over the conventional
converters. This work explains a transformer less bidirectional
converter with P-Q control for V2G application in single
phase utilities. Coming section explains the configuration of
the converter.
The upcoming chapters of the paper is arranged as follows.
Chapter II deals with the configuration and circuit of the titled
converter unit. Chapter III deals with the role of P-Q controller

978-1-5386-0576-9/18/$31.00 ©2018 IEEE

in the configuration. Later chapter IV give the design
considerations and system parameter. The results are shown in
chapter V and its explanations are given. Before the final
conclusion, the thermal considerations of the EV battery are
discussed in chapter VI. The inference and conclusions are
made in chapter VII.
Fig. 1. Concept of load leveling.
Fig. 2. Block diagram of the proposed configuration
Fig. 3.a. Boost converter circuit for discharging
Fig. 3. shows the dc-dc converter used during the discharging
process. In order to produce required voltage for power
injection, the voltage of the battery must be boosted. This task
is done by using a boost converter. Fig. 4. shows the charging
mechanism. Switch S is operated based on the value of current
for charging, as required for the process. Charging current is
calculated from the value of power.
Fig. 5 shows the circuit for H-bridge bi-directional converter.
H-bridge can be operated both as a rectifier and an inverter
during charging and discharging modes respectively. To
control the switches, a reference current (sinusoidal) signal is
generated using the P-Q control scheme and then the switches
are triggered using the H-C Band (Hysteresis-Current) control
scheme. Though the earlier such converters faced safety
issues, the new technologies could rectify this troubles and are
II. CONFIGURATION AND CIRCUIT
Configuration selected in this paper is for the single phase
utility interface. Most of the EV owners are having single
phase connections in their home for EV charging. So a
charging-discharging configuration for single phase
application will be more relevant and more useful.
The selection of transformer less configuration for afore
mentioned purpose provides,
• Low cost and economic benefits.
• Low heating.
• Less noisy.
• Higher efficiency than conventional converters.
The transformer less converters is not electrically isolated
from the DC and AC. But the conventional safety procedures
such as testing of isolation resistance and measuring residual
current will positively reduce the risk of electrical hazards
caused due to shock. Transformer less inverters may also
create significant EM (electromagnetic) fields than the one
with transformer. However, the strength of induced EMF lies
significantly below permissible limits. Bidirectional metering
system is also essential to account bidirectional power flow.
Block schematic is shown in Fig. 2.
Fig. 4. Boost converter circuit for charging
having desirable efficiencies. This makes the above described
configuration, a better one.
Fig. 5. H-Bridge converetr circuit
 III. P-Q CONTROL TABLE 1 BATTERY & CONVERTER SPECIFICATIONS

The key part of the converter is the controller which controls PARAMETERS VALUES
the P & Q of the inverter, injected to the grid. Controller
Voltage of individual EV battery 6volts
generates the reference current required for injecting active (P)
and reactive (Q) powers into the grid. Switches of the Total cells 8nos
converter are triggered as similar to the switching in the Battery capacity 200Ampere Hour
hysteresis current band controller. Phase Locked Loop (PLL) Battery bank capacity 9.6kWh
helps to generate the references which takes its inputs as the
Calculated Power injected back to grid 100-70% of SOC = 2.88kWh
instantaneous grid. Fig. 6 shows the reference current
generation scheme and hysteresis band control scheme is used Vin 48V
for triggering the four switches of the inverter according to the Ldc 34.94µH
reference current. Equation is given below. Cdc 7578µF
Vo 380V
Linv 3.14mH
Lsource 0.1839mH
Cfilter 8.6666µF
Rfilter 1.49Ω
AC source voltage 230V
Duty cycle (D) .87368
Maximum current Io 7.57 A
Ripple current .3789 A
Fs 10KHz
Fig. 6. PQ generation R 2.22 ohm

= × √2 × sin( ) + × √2 × cos( ) (1)

Iref is the reference current, Vrms is the rms value of voltage
from the grid, P and Q is the active and reactive powers. P and
Q values can be taken as the input to the controller. But Q
value must lie within the limit given by the equation:
= √( − ) (2)
IV. DESIGN
The design considers eight number of serially arranged cells as
energy storage device; each cell is having a rating of 6V. The
cell capacity is 200Ah. Since we assume that the vehicle under
this scenario will injects power to grid, along with the battery
power required for the delivering mechanical power using
electric motor, we are limiting the battery discharge up to
some thirty percentages for grid injection. The rest seventy
percentage is entirely devoted for the traction purpose. Always
the battery SOC is checked before giving back the power to
grid for its support. The value is set for some seventy
DC-ac converter module consist of an inverter, control unit
and signal conditioning filter unit. H-bridge converter
configuration base IGBT switches are proposed here.
Modelling equations are taken from the reference [25]. In
order to reduce the harmonics, Srated is the kVA rating of the
module (converter). T is the time period with respect to the
supply frequency. ∆r is the variation of power expressed in
watts. ∆x is the permitted direct current bus voltage variation.
Ma is ther modulation index of the switching circuit and RAF
is the Ripple Attenuation Factor.
percentage for the above. The total power that can be injected
back is calculated using the equations given below in this
chapter.
= (3)
( )
= (4)
× × ×∆ ×
= (5)
×∆
√
= 1.5 − + (6)
× × ×
. ×
= (7)
× ×
= (8)
× ×
= (9)
× ×
= (10)
I. SIMULATION RESULTS
Simulations are performed in the Matlab-Simulink platform.
Figures 7 and 8 show the current waveforms and Fig. 10
shows the THD analysis. THD value varies with the variation
of P and Q. The reduction in sampling time reduces the THD
further. The Simulation Results pointed to the facts that the
current THD and voltage THD values were within the
allowable IEEE standard limits. The power oscillations are found to be pleasing in the order of few milli seconds.
settled withing an acceptable time period after switching of the Different values of P and Q can be given inside constant block
converter. Also the settling time of current waveform were and the output waveform can be verified.

Fig. 7. Simulink model

Fig. 8. Charging current waveform.

Fig. 11. Power oscillations during discharging mode

Fig. 9. Discharging current waveform.

Fig. 12. Power oscillations during charging mode

II. THERMAL CONSIDERATION FOR CONVERTER

Life of Battery and converter depends mainly on operating
temperature and ambient conditions. In normal case the
Fig. 10. THD analysis for EV discharging
sudden charging, discharging and overloading may cause the
battery temperature to rise considerably. So while designing
the system, thermal considerations are so important.
The temperature rise produced can be calculated as follows.
Since our converter rating is 2880w and battery capacity is
9600wh, maximum allowed C-rate is C/4 or C/3. Reduced C-
rate itself will reduce the current and thereby reducing the
heating effect. Specific heat of the battery pack ranges from
600 to 1000J/kgK. The internal resistance is assumed to be
about 0.24 ohms. Battery pack weighs about 130kg and 1w
power is equivalent to 1J/s. By accounting all these facts, the
matlab-simulink model given in fig 7 was used for monitoring
the battery temperature. Current through the battery circuit
during the charging and discharging is sensed and the I2R
losses are calculated, since the specific heat capacity and
weight of battery is known, the temperature rise is readily
available.
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Fig. 13. Temperature time graph
The temperature rise is less than 2 degree Celsius. If we
consider 10% losses in converter (288w) then also the
temperature rise is less than 5 degrees. So the converter offers
a better life for batteries and loss can be reduced considerably.
III. CONCLUSION
A transformer less single phase bidirectional converter was
completely modelled, designed and analyzed using Matlab.
The P-Q control scheme which was associated in the system to
develop the desired control signals could able to support the
system effectively to generate the reference current for
triggering the converter. The converter was found suitable for
V2G and G2V applications, and produced only less Total
Harmonic Distortion in the grid. The power oscillations and
current waveform settled within acceptable time periods.
Converter offered less weight, cost, less losses and higher
efficiency when compared to conventional converters
incorporated with transformer. This scheme also offers more
easy control. Grid integration and bidirectional power flow
were also verified to be successful.
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