ELECTRIC VEHICLE TO VEHICLE TO POWER TRANSFER 2022-23

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ELECTRIC VEHICLE TO VEHICLE TO POWER TRANSFER 2022-23

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ELECTRIC VEHICLE TO VEHICLE TO POWER TRANSFER 2022-23

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ELECTRIC VEHICLE TO VEHICLE TO POWER TRANSFER 2022-23

ABSTRACT

Vehicle-to-vehicle (V2V) energy sharing is emerging as an alternate solution to range

anxiety and limited charging infrastructure challenges associated with electric vehicles
(EVs).Some of the methods that are already existing for V2V energy sharing are
Consortium Block chain-based Energy Trading, Energy transfer using On-Board
Converters and Motor windings, Hierarchical Bipartite Graph matching method.

The method that is used in this project is Energy transfer using On-Board Converters
and Motor windings. The other two methods are ineffective due to the additional
weight, size, and cost of the external charger or interface.

In this project both EV’s motor winding neutrals and negative rails of onboard drive
trains are directly connected to each other.This further helps in forming an integrated
dual bidirectional dc-dc converter to control the direction of power flow.

The proposed approach does not require the reconfiguration of motor winding or
mechanical clutch to arrest the motor from rotating and/or the reconfiguration of drive
train inverter connections. The major hardware requirement for the proposed approach
is access to the already existing neutral connection of the EV motor phase windings.

To achieve dc fast charging, all three legs of the voltage source inverter of energy
Provider-EV are switched using interleaved pulse width modulation.

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CONTENTS
CERTIFICATE ii
ACKNOWLEDGEMENT iii
DECLARATION iv
ABSTRACT v
Page number

1. Introduction 1
1.1 Problem Definition 1
1.2 Proposed Approach 1

2. Literature Review 2
2.1 Operting Modes Of V2V Energy Transfer 2
2.2 V2V Interface And Power Transfer 2

3. Circuit Diagram 3
4. Forward Buck Mode 4
5. Reverse Boost Mode 5
6. Flowchart 6
7. MATLAB Simulation Results 7
8. References 8

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LIST OF TABLES
S.NO NAME OF TABLE PAGE NO

1. Operating Modes Of V2V Energy Transfer 2

LIST OF FIGURES
S.NO NAME OF DIAGRAM PAGE NO

1. Generic V2V charging scenario of two EV’s 1

2. Proposed direct V2V power transfer circuit diagram 3
3. a) Energy transfer in forward buck mode 4
b) Freewheeling mode 4
4. a) Voltage boosting in reverse boost mode 5
b) Energy transfer 5
5. V2V power transfer start up procedure 6
6. MATLAB simulation results 7

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CHAPTER 1: INTRODUCTION

1.1 PROBLEM DEFINITION:

Transportation electrification is gaining global importance due to zero carbon emission from
the electric vehicles (EVs). Additionally, the switch over from internal combustion engine-
based vehicles to EVs offers higher energy conversion efficiency and lower cost/km due to
lesser moving parts. The key challenges for the widespread adaption of EVs are: limited
driving range, range anxiety, slow charging rates of type-1 and type-2 chargers, high initial cost
of fast chargers, and the limited availability of charging infrastructures.
Recently, EV vehicle-to-vehicle (V2V) energy sharing is being explored as a flexible and
convenient way for charging EVs while on-the-move, to reduce the range anxiety and charging
time with minimal cost and infrastructure. In V2V, the charge requesting EV and the charge
provider EV are matched based on the technical feasibility and cost preferences of the
participants through a centralized control and communication platform.
The existing off-board dc fast charging options for V2V application found in the literature are
not effective due to the additional weight, size and cost of the external charger or interface. In
this article, a new V2V interface is proposed in which both EV’s motor winding neutrals and
negative rails of on-board drive trains are directly connected to each other. This further helps in
forming an integrated dual bidirectional dc–dc converter to control the direction of power flow.

1.2 PROPOSED APPROACH:

The proposed approach does not require reconfiguration of motor winding or mechanical
clutch to arrest the motor from rotating and/or the reconfiguration of drive train inverter
connections. The major hardware requirement for the proposed approach is access to the
already existing neutral connection of the EV motor phase windings. To achieve dc fast
charging, all three-legs of voltage source inverter of energy Provider-EV are switched using
interleaved pulse width modulation.

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CHAPTER 2: LITERATURE REVIEW

2.1 OPERATING MODES FOR V2V ENERGY TRANSFER

2.2 V2V INTERFACE AND POWER TRANSFER:

A generic V2V charging scenario of two passenger EVs is shown in Fig. 1, where, Vb1 is
EV1’s battery voltage connected to port-1 and Vb2 is EV2’s battery voltage at port-2. The V2V
interface represents the method used (with or without external hardware) to connect two EVs
together. For simplified discussion, the power flow direction is taken as “forward” if the power
flows from port-1 to port-2 and as “reverse” if the power flows from port-2 to port-1. The buck
or boost mode is decided based on the voltage levels of two EV batteries and on the role of EV
(either as “Provider” or “Receiver”). Table I summarizes the different modes of V2V power
transfer based on the charging scenarios and the battery voltage levels

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CHAPTER 3: CIRCUIT DIAGRAM

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CHAPTER 4: FORWARD BUCK MODE

In this mode, EV1 is the Provider-EV and EV2 is the Receiver EV. Through upper diodes Da1
and Da2 and inductors (L1 and L2) the dc-links are precharged to Vdc1 = Vb1 and Vdc2
= Vb2 naturally, further switches (Sa1 and Sa2) are kept ON for the complete duration of
charging process. In this mode, the VSI-1 is controlled to function as a buck converter. For
energy transfer through phase-a winding of IM-1 (leg-1 of VSI-1), switch S1 is turned ON
(with S2 OFF), the Provider-EV battery delivers energy to the Receiver-EV through motor
windings La1, La2, Lb2, and Lc2, as all the three top diodes of VSI-2 D 1, D 3, and D 5 gets
forward biased naturally due the battery voltage levels (Vb1 > Vb2). The direction of
current/energy flow is shown in Fig. 3(a). In this DBC, the magnitude of current ripple depends
on leakage inductance of motor. The equivalent leakage inductance, Leq1, in the conduction
path for VSI-1 leg-1 current ILeq1 operation of DBC, is equal to La1 + (La2 + Lb2 + Lc2)/3.
Each phase current of DBC is closed loop controlled for a defined current reference and is
discussed in the next section. In the proposed work, Vdc1 and Vdc2 are defined by the
respective battery voltages, Vb1 and Vb2, and they do not require control for V2V operation.
During the freewheeling period, S1 is turned OFF and D2 is ON, as shown in Fig. 3(b) for
phase-a, the equivalent inductor current flows through D2, D 1, D 3, and D 5 delivering the
energy stored in the motor windings to the Receiver-EV. After 1200, as per interleaved PWM,
the next leg switch S3 in VSI-1 is switched/controlled and then S5 is controlled after another
1200. The interleaved PWM help to achieve reduction in the current ripple. During this entire
operation, all three top diodes D 1, D 3 D 5, are conducting naturally due to voltage levels of
the two EV batteries (Vb1 > Vb2).

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CHAPTER 5: REVERSE BOOST MODE

In the previous case (Vb1 > Vb2), if the EV2 is Provider-EV and EV1 is Receiver-EV, DBC
should operate as reverse boost to achieve V2V power transfer. In this mode, the battery side
dc–dc converter’s operation is similar to the forward buck mode, that is, switches Sa1 and Sa2
remains ON throughout the operation such that Vdc1 = Vb1 and Vdc2 = Vb2.
Furthermore, for energy transfer through phase-a windings of IM-1 and IM-2,switch S 1 is
turned on throughout this mode and when the switch S2 is turned on (with S1 off), the
equivalent leakage inductance, Leq1 = La2 + La1, stores the energy from battery of EV-2.
Similarly, During ON state of S4 and S 3 after 1200 inductors Lb1 and Lb2 store energy from
EV-2 battery. After further 1200 S6 and S 5 are turned ON to store energy in Lc1 and Lc2 as
per interleaved PWM. When the switch S2 is turned OFF (as per the duty cycle), the inductor
current forward biases diode D1 and the energy stored in Leq1 is transferred to Receiver-EV.
The conduction path during ON and OFF period of S2 is shown in Fig. 4(a) and (b),
respectively. Other diodes D3 and D5 get forward biased after 1200 and 2400 during the OFF
state of S4 and S6 respectively. The VSI-2 switches S 1, S 3 and S 5 are kept ON throughout
the reverse boost mode.

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CHAPTER 6: FLOWCHART

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CHAPTER 7: MATLAB SIMULATION RESULTS

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[6] H. Tu, H. Feng, S. Srdic, and S. Lukic, “Extreme fast charging of electric vehicles: A
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[7] S. Harasis, S. Chowdhury, M. E. Haque,M. C. Kisacikoglu, L. Erzen, and Y. Sozer,

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[8] R. Zhang, X. Cheng, and L. Yang, “Flexible energy management protocol for
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