ABSTRACT
There is a growing need for renewable energy in 2009. These two vehicles marked the beginning of the
sources (RES) to generate clean, sustainable electricity.
Wind and solar power are the most promising renewable
energy sources since they can be easily accessed and there
is a surplus of both. Efficiency in both off-grid and grid-
connected renewable energy systems has been greatly
improved. Using RES to charge the batteries of EVs is
one of their many uses.
A new bidirectional dc-ac converter
configuration was proposed for use in an enhanced grid-
integrated PV fed electric vehicle battery charging system,
which would allow the excess power generated by the PV
array to be fed back into the single phase utility grid while
also charging the EV battery during peak sunshine hours.
In the suggested setup, the power grid would back up EV
battery charging during low and non-sunny hours.
Inherent self-grid synchronisation capability of the
innovative bidirectional dc-ac converter topology used in
this suggested system decreases the control complexity of
the proposed charging system.
Index terms: bidirectional interleaved dc-dc converter,
bridgeless cuk converter, bidirectional line commutated
converter, backup battery bank, and electric vehicle
battery charger.
1. INTRODUCTION
The emission of carbon dioxide, which causes
the greenhouse effect, has increased due to the widespread
use of fossil fuels from conventional energy sources,
which are rapidly decreasing [1]. Since traditional internal
combustion engines (IC) have been a major contributor to
global warming, the market for pollution-free EVs has
exploded [2]. First, in 1828, A' nyos Jedlik created an
electric motor for a model automobile. Then, in 1835,
Professor Sibrandus Stratingh of the University of
Groningen, Netherlands, created a small-scale electric car
driven by non-rechargeable batteries. Towards the end of
1990, GM's president debuted the "Impact" two-seater
electric vehicle at the Los Angeles Auto Show. When
Tesla Motors introduced the Roadster in 2008 in
1
California, it was followed by Mitsubishi Motors' i-MiEV
contemporary era of highway electric vehicles. There was
a competitive release of EVs from major automakers such
as Nissan, BMW, Renault, Ford, Volkswagen, and
Chevrolet, resulting in 5.1 million plug-in electric
vehicles in stock around the world as of December 2018.
When it comes to electric vehicles, traction batteries are
the standard because of their ability to store large amounts
of energy in a relatively small footprint. As a result, there
is a lot of work being done to improve battery technology
that is appropriate for EVs [3]. Historically, EVs have
only used lead acid batteries. Due to its low power density
and short cycle life, lead acid batteries are no longer used
in EVs. Their place has been taken by nickel batteries.
However, nickel-based batteries suffer from issues of
excessive self-discharge and heat production when used at
elevated temperatures. Lithium batteries are currently the
top choice because of their small size, light weight, and
great power density. It fixes issues with leakage
(chemicals), temperature (specific energy), and heat
(temperature). Moreover, its widespread working
temperature range, low self-discharge rate, extended life
cycle, and fast charging capabilities all contribute to its
popularity in the EV market. Lithium ferrophosphate and
lithium-ion are two types of lithium batteries.
Typically, titanate batteries will do the job. When
fully charged, a lithium ferrophosphate battery has
excellent thermal stability and suffers little damage from
being overcharged inadvertently. Because of its high
energy density and broad temperature tolerance, lithium
titanate batteries are rapidly recharging [5].
Electric vehicles (EVs) aren't widely used because of the
hassle involved in charging the batteries, as well as the
vehicles' high price and short lifespan [6]. Table 1.1
summarises the various power levels of EV charging
methods according to the SAE J1772 standard. Electric
vehicles can be charged slowly using AC Level 1, which
can be done by plugging the charging cord into any
standard domestic electrical outlet. The AC Level 2
charging method is a semi-fast option that requires a 240
V / 400 V outlet. When it comes to rapid charging, the
208/415 V AC Level 3 is the way to go. Public and
commercial use is intended for the DC rapid charging
method utilised at the charging station [7].
Charging options for electric vehicles' batteries
can be broken down into two main categories: on-board
and external. An on-board charger is fitted within the
vehicle, whereas an off-board charger is deployed in a
stationary position. The on-board charger faces limitations
in terms of size, weight, space, and cost [8]. There are two
main types of charging systems, conductive and inductive.
The charger outlet and EV connector are in direct touch
with one another in a conductive system. Instead, in an
inductive system, energy is transferred magnetically [10].
A "static charger," also known as a stationary inductive
charger, consists of a primary inductor at the charging
station and a secondary inductance in the car. A magnetic
circuit is formed and power is transferred when the
primary paddle is connected to the car's charge port. A
"dynamic charger," a contactless roadside EV charging
system, delivers power from a stationary primary inductor
embedded beneath the pavement surface to a mobile
secondary inductor in the moving car.
Alternate energy sources are required since
charging electric vehicle batteries from the utility grid
increases the load demand on the grid and, in turn, the
electricity bills of EV owners. Pollution-free and widely-
available Renewable Energy Sources (RES) can serve as a
backup power source for EVs. Both wind and solar power
are renewable and expanding quickly among RES [12].
However, power electronic interfaces are needed to
charge an EV battery due to the intermittent nature of
renewable energy sources such as PV arrays and wind
turbines [13]. The power converter is the interface
between the renewable energy source and the electric
vehicle battery, and it performs several crucial functions.
When renewable energy sources (RES) are scarce or
unavailable, EV chargers must rely on secondary sources,
such as a backup battery bank or the power grid, to keep
the EV battery constantly topped off. Batteries can be
charged and power can be supplied back into the grid
2
when renewable energy sources produce more energy
than is immediately needed. Both a dc-dc converter and
an ac-dc converter, which can switch between the two
voltage sources, are required for these tasks in an electric
vehicle charger.
2. THE LITERATURE SURVEY
This section is a literature overview on the topic
of battery charging systems for electric vehicles. There
are a number of different RES based battery charging
system configurations available, including (a) a
completely off-grid PV-EV battery charging system, (b) a
PV-EV battery charging system that is grid-connected,
and (c) a WTG-EV battery charging system that is also
grid-connected. This section provides an in-depth analysis
of these structures.
One of the off-board chargers used for charging
the battery without using the grid power is the PV stand-
alone system depicted in Fig. 1 [14]. An extra battery
bank for energy storage is required here because solar
irradiation is spotty at best. When there isn't enough light
to fully charge the EV's battery, the extra power from the
PV array is pulled from the backup battery and used to do
so [15]. Without the extra storage battery, this setup can
function as an on-board charger.
In this setup, a dc-dc converter takes the voltage
from the PV array and converts it to the required level on
the dc bus. What are boost, buck, and buck-boost
converters, the conventional dc-dc converters utilised as
the PV array's front-end dc-dc converter for voltage
boosting and lowering. The battery charger in an electric
vehicle charging system is a dc-dc converter located at the
system's output. In this section, we explore the many
possible topologies for this type of back-end dc-dc
converter.

Fig.1. Block schematic of the photovoltaic electric
vehicle battery charging system
This full bridge converter includes a transformer
as part of its circuit design to isolate its input and output.
As the output voltage and load change, this converter
maintains its excellent efficiency.
Grid-connected PV-EV battery charging system depicted
in Fig. 2 [19]. During peak sunshine hours, the PV array's
excess power is transferred to the grid while the battery is
being charged. On the other hand, when solar irradiation
is minimal, the battery can be charged via the grid. EV
batteries in this setup can also help the power system out
during times of high demand. So, the grid-connected PV
system employs a bidirectional inverter and dc-dc
converter.
Two-quadrant DC-DC chargers are the
foundation of bidirectional dc-dc converters [21]. When
charging, it performs the role of a buck converter, and
when discharging, it takes on the role of a boost converter.
Incredibly diverse bidirectional charger architectures
documented in the published works [22–30]. In this
article, we'll break down these architectures into two
groups, isolated and non-isolated chargers.
Fig.2. Block diagram of PV-EV battery charging system
that is connected to the grid
3
There are benefits to using an isolated
bidirectional dc-dc converter, such as high voltage gain
and isolation from galvanic current. In EV charging
systems, the link between the DC bus and the EV battery
is provided by dual active bridge (DAB) isolated chargers.
In [31], a lossless snubber capacitor is suggested as a
replacement for the traditional inductor in a bidirectional
charger that uses ZVS-DAB.In [35], the authors suggest a
low-cost, non-isolated, bidirectional charger. Even while
using its full rated output, this charger maintains a very
high level of efficiency. There is a filter built into the
charger's linked inductors. [37], a bidirectional charger
using interleaved approach combined with the auxiliary
resonant circuit is proposed to exploit the benefits of both
of the aforementioned arrangements. Similarly, [38]
describes a bidirectional charger with connected inductors
that can achieve high efficiency by switching between a
zero-voltage-switching (ZVS) mode of operation under
heavy loads and a hard-switching mode under light loads.
The bidirectional inverter is another power
electronic structure utilised in grid-connected EV battery
charging systems, as it can transfer power in both
directions. The bidirectional inverter used to charge EV
batteries must be capable of switching between inversion
and rectification modes. DC bus power is fed to the utility
grid during inversion mode, while AC grid power is fed to
the dc bus during rectification mode [39]. The MOSFET
and IGBT-based single-phase half-bridge inverter is the
foundation of the bidirectional inverter's topology.
Current passes via the anti-parallel diode of the switches
while the converter is functioning as a rectifier, and it
flows through the switches when it is functioning as an
inverter [40]. When applied to the converter presented in
[41], a half-bridge inverter with zero-voltage switching
(ZVS) significantly boosts its efficiency. To lessen the
leakage current, a modified full bridge inverter is utilized.
As an alternative to conventional single-phase inverters,
three-phase full bridge inverters are proposed for high-
power charging applications [43]. These inverters
function like three independent single-phase circuits that
share a common dc link and Another charger depicted in
Fig. 3 is the grid-connected WTG-EV battery charging
system that can charge the electric vehicle's battery both
from the grid and from the wind [44-48]. When there is an
abundance of wind energy, this charger functions
similarly to the PV charging system by injecting power
into the grid in addition to charging the battery. It makes
use of the same converter configurations as the grid-
Fig.4. Block diagram of Unidirectional PV-EV battery
connected PV-EV charging system[49,50], including a
charging system that is connected to the grid
bidirectional ac-dc converter that functions as an inverter
in the opposite direction of power flow, and a
4. PROPOSED MODEL
bidirectional dc-dc converter.
As can be seen in Fig. 5, the suggested EV
battery charger consists of a PV array, a sepic converter, a
bidirectional line commutated converter (BLCC), an
Electric Vehicle battery, a single phase utility grid, relays,
and a controller. Depending on the solar irradiation
circumstances and the state of charge of the electric
vehicle's battery, the proposed system can switch between

Fig. 3 Block diagram of grid linked WTG-EV battery four distinct modes of operation: I mode 1 (PV-EV), (ii)

charging system mode 2 (PV-EV & G), (iii) mode 3 (G-EV), and (iv)
mode 4. (PV-G).

3. CONVENTIONAL MODEL  The first charging mode for PV-electric vehicles

A simple control circuit for a unidirectional DC- is forward (PV-EV).Power provided by the sun is

DC converter that does not require a transformer or sufficient to charge the EV's battery during

several insulated power sources. Due to the alternative daylight hours. In this setting, the EV battery is

converter control being employed, AC voltage rather than charged directly from the PV array by closing

DC voltage was produced in the same power electronic relays R1 and R2. The charger is cut off from the

structure as the bidirectional DC/DC converter. BLCC and the electric grid via the open positions

Investigations were made into the unidirectional converter of relays R3 through R7. Second mode: direct

utilized in controlled industrial drives to regulate the photovoltaic charging of electric vehicle batteries

speed and torque of induction motors.The value of the DC and connection to the power grid (PV-EV&G).

link voltage determines the maximum voltage of the EV  In this mode, the EV's battery is charged and any

battery charging converter built in this manner.The unique extra electricity from the PV array is sent to the

bidirectional DC-DC converters' impedance networks are utility grid. Relays R1, R2, R3, R4, and R7 are

derived in a manner that is comparable to that of closed to connect the EV's solar array to the

unidirectional DC-DC converters.By substituting the battery and the power grid. In this mode, BLCC

switch for the diode in the unidirectional DC-DC is set up to function as a line commutated

converter, the matching bidirectional DC-DC converter inverter (LCI).

architecture may be achieved.

4
 battery. A bidirectional configurator that achieves this
goal has been presented.

Fig.5. EV battery charger block diagram

 Third mode: charging electric vehicle batteries

Fig. 6. Inverter circuit using a line commutated
from the grid in reverse (G-EV). Battery life for
converter
EVs cannot be maintained by solar power alone,
especially throughout the night and during times
4.2. DESIGN OF A CONTROLLER
of less sunlight. With relays R2, R5, R6, and R7
To charge PV-EV batteries, the proposed grid-
closed, the EV's battery is charged using grid
interfaced charger sends gate pulses to the sepic converter
electricity. In this mode, BLCC functions as a
switch and firing pulses to the BLCC's SCR switches. In
rectifier, allowing electricity to flow from the
addition, the reference lower and upper limits of PV array
utility grid to the EV's battery. In this mode, the
power (PL & PU) govern the operation of relays R1, R2,
PV array is disconnected from the intended
R7 and relays in the bidirectional configuration R3, R4,
charging system by opening relay, R1. Four: PV
R5, and R6. The proposed system's relays, including the
grid mode (PV-G)
bidirectional configurator's relays, , which also includes
 When the electric vehicle's battery is full, the
information on the system's other relays and their
charging system must be turned off and the solar
respective operating conditions.
energy is supplied into the grid independently in
mode 4. With the exception of activating relay
5. SIMULATION MODELING
R2 to disconnect the EV battery from the
The suggested electric vehicle battery charger is
planned charger, all relay activities in this mode
simulated in MATLAB's simulink environment. Sim
are identical to those in mode 2.
Power System block set in simulink library is used to
represent power MOSFET, Thyristor switches, step up
4.1. PROPOSED LINE COMMUTATED IN BOTH transformer, inductors, and capacitors for the proposed
DIRECTIONS system. The controller is built with components from the
Figure 6 Line commutated converter (LCC) used Simulink library, including a PWM generator, a pulse
as an inverter. There are four silicon controlled rectifier generator, logic gates, a comparator, a multiplier, and a PI
(SCR) switches and a dc link inductor Ldc with resistance controller. The proposed EV battery charging system is
Rdc inside it. For the duration of >90, LCC switches to constructed using the Simulink library's battery model in
inverter mode, supplying electricity if the PV array's DC conjunction with the PV array model, sepic converter, and
voltage is greater than the grid's DC voltage (Vdc > Edc). bidirectional Line commutated converter (see Fig. 7 for
When the EV is in "90" mode, the LCC switches to details).
"rectifier mode," which in turn reverses the polarity of the
Vdc used to supply electricity from the grid to the EV's

5
 comparative study offered in this part. In future, Wind
energy is another extensively used renewable energy
source that is abundantly available.
REFERENCES
Fig. 7. A simulation model of the proposed grid-
interfaced PV-EV battery charger.
6. EXPERIMENTAL MODELING
An experimental system for the E-bike.This E-
bike with a lithium-ion battery and an installed DC
electric motor is part of this experimental setup. The solar
charging technique and wireless charging method are also
included with the E-bike to collect the data, as shown in
Fig.8.
Fig. 8. Hardware setup of the experiment
7.CONCLUSION
This section describes the proposed PV-fed EV
battery charger that connects to the grid. As long as the
proposed BLCC is in place, the EV battery can be charged
from the grid during low and non-sunny hours, and the
EV can supply power to the grid during peak sunlight
hours. Dynamic results are provided for all four modes of
operation after the proposed charging system has been
constructed and simulated in the simulink environment of
the MATLAB software. The effectiveness of the proposed
charger is highlighted by simulation results and a
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