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Abstract—This paper proposes a bidirectional three power conversion. In AC to DC power conversion the
phase off-board charging topology for charging of electric required solutions are passive (12-pulse diode rectifier [6])
vehicles (EVs). The proposed off-board EV charger has and active (Vienna, Swiss and NPC converters [7], [8]) power
innovative modes for the charging control of lithium-ion conversion.
battery with respect to SOC. All these modes are switched In this context, this paper proposes an off-board charging
on the basis of change in SOC. According to these modes, scheme for fast and safe charging of battery electric vehicles.
the reference charging current is adjusted. The proposed Moreover, the scheme presented is simple and cost effective.
charging topology is composed of three phase AC-DC The charger has two stages- first stage is three phase AC-DC
converter and a bidirectional DC-DC converter, which power conversion stage and second is DC-DC power
works as buck converter during G2V operation and it conversion stage. The charging control is designed for
works as a boost converter during V2G operation. The lithium-ion and lithium-polymer batteries. During discharging
AC-DC converter is controlled by comprehensive control operation mode, the stored energy is effectively utilized for
technique. Compared to the traditional charging control feeding back to local grid during peak hours and to make
technique, this topology controls the charging reference earning from stored energy or use it effectively for home
according to maximum charging acceptance lighting purposes. The steady state and dynamic performances
characteristics of lithium-ion battery. The proposed of the proposed off-board charging system including charging
charging control is validated by MATLAB/Simulink, control modes are verified using MATLAB/Simulink.
operating through grid to vehicle including all charging Simulated results have validated the control scheme. This
control modes for lithium-ion battery and vehicle to grid paper is organized as: section II presents detailed description
control. of all stages, section III describes about control algorithm,
section IV describes about designing parameters, section V
Keywords— Lithium-ion battery, CC-charging stage, CV- shows the simulation results and discussion and section VI
charging stage, DC-DC converter, Power Quality, EV. shows the conclusion.
I. INTRODUCTION II. SYSTEM CONFIGURATION
Climate change, environment concerns and other related The first power conversion stage is a three phase VSC
issues related to increasing population have given rise one of connected to the grid through interfacing inductors. It acts as
its interest towards energy storage based electric mobility an active rectifier during forward power conversion stage and
during recent years. The motive behind use of electric it acts as an inverter during reverse power conversion stage. It
mobility, is to reduce the use of hydrocarbon fuel for making is followed by split DC link whose center point is neutral
a reduction in Co2 and other hazardous pollutants emission, connected. Moreover, the neutral point of DC link is
which make a huge contribution to the climate change. The connected to DC-DC converter for bidirectional power
wide-spread use of electric vehicles (EVs), is based on the transfer. The DC-DC power conversion stage provides
variety of energy storage for different purposes. Among all bidirectional power flow capability [10]. The DC-DC
these energy storage the most viable solution is a battery converter has four IGBT with second order LC filter, shown
energy storage. There are lot of variety of batteries available in Fig.1. During forward power conversion stage, it works as
for different applications with varying charging a buck converter and during reverse power conversion stage it
characteristics. From all varieties of battery energy storage, works as a boost converter. It has four modes during both
the mostly accepted solution is lithium-ion battery because of forward and reverse power conversion stage. The steady state
its high cell voltage, high energy & power density, high analysis of bidirectional DC-DC converter during both power
charge & discharge life with low exhaust emission [1]. In transfer mode is described here.
modern transportation system, plug-in hybrid and battery A. Forward Power Transfer Mode
electric vehicles become attractive alternative. According to
new standards of micro-grids and smart homes, it is necessary Mode 1 (t < t < t ) : Mode 1 of forward power conversion
0 1
to adopt new control strategy [2], [3]. Some of these control stage, switches M1 & M3 turn on and M2 & M4 are off. Switch
strategy have power quality issues and time required to make M3 works as synchronous rectifier and voltage across VCV1 is
an effective and safe charging of lithium-ion based EVs [4]. Vdc/2. During this mode, the power is transferred from DC
The charging of EVs are done by the use of on-board and off- link, inductor, load capacitor and the battery. The voltage as,
board chargers. In [5], both advantages and disadvantages of V dc
VL = − V b a tt (1)
charging of EVs via on-board and off-board are presented. 2
Taking into account, the EV charger requires AC to DC iL ( t ) = iL ( t0 ) +
1 V dc
− V b a tt ( t − t 0 )
L 2
This work was supported by Department of Science and Technology,
Govt. of India and ReNew Power, with Grant no. RP03128 and RP03461,
respectively.
978-1-7281-0653-3/19/$31.00 ©2019 IEEE
Mode 2 (t < t < t ) : In mode 2, switches M2 & M3 are on and synchronous rectifier. The steady state analysis of converter
1 2
for charging DC link is described as follows:
act as a synchronous rectifiers and voltage across VCV1 is 0.
Switches M1 & M4 are not gated. During this mode, energy Mode 1 (t < t < t ) : In mode 1, switches M2 & M3 are gated
0 1
stored in the inductor is transferred to the load capacitor and and switches M2 & M4 act as a synchronous rectifier. During
the battery. The voltage across inductor VL and current iL this period, the battery is used for storing energy in the
inductor. Both DC link capacitors are discharging for
through inductor is given as,
transferring power to 3Φ grid. The voltage across inductor VL
V L = −V batt
(2) and current iL through inductor are given as,
1
i L ( t ) = i L ( t1 ) − (Vbatt ) ( t − t 0 ) V L = V batt
L (6)
1
iL (t ) = iL (t0 ) + (V batt ) ( t − t 0 )
L
Mode 2 (t < t < t ) : In mode 2, switches M1 & M3 are gated
1 2
This
*
X ref signal is now used for PWM generation. From DC link voltage control loop, the ‘d’ axis reference
current is generated and it is again compared with ‘d’
axis component of grid current. This error is controlled
through PI controller and reference component of direct axis
voltage is generated. The controller tracks this active power
as,
*
Vd ( k ) = Vd ( k − 1) + K pc {I de ( k ) − I de ( k − 1)} + K ic I de ( k ) (22)
Similarly, reactive power component of grid current
reference is compared with actual component and controlled
using PI controller as,
*
Vq ( k ) = Vq ( k − 1) + K pc {I qe ( k ) − I qe ( k − 1)} + K ic I de ( k ) (23)
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