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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 69, NO. 4, APRIL 2020
A Multifunctional Solar PV and Grid Based
On-Board Converter for Electric Vehicles
Ankit Kumar Singh , Member, IEEE, Manoj Badoni, Member, IEEE, and Yogesh N. Tatte
Abstract—This work deals with the development of a multi-
functional power electronic converter (PEC) utilizing dual power
sources (grid and solar photovoltaic (PV)) for charging phe-
nomenon of plug-in electric vehicles (PEVs). The developed config-
uration accomplished all modes of vehicles (charging, propulsion
(PP) and regenerative braking (RB)). In standstill condition of
vehicle, the battery is either charged by grid or simultaneously by
both grid and solar PV system. In running mode, the battery can
also be charged through RB operation by utilizing kinetic energy
of vehicle wheels. The proposed converter operates as an isolated
SEPIC in plug-in charging (PIC) mode and as a non-isolated SEPIC
in solar PV charging mode. Further, in PP and RB modes, oper-
ation of the proposed PEC as a conventional boost converter and
conventional buck converter, respectively. Both the simulation and
experimental validations for all modes of the proposed converter
have been presented.
Index Terms—Electric vehicles, on-board chargers, solar PV
system, DC-DC converter, power factor correction.
I. INTRODUCTION
SUALLY, the electric vehicles (EVs) battery chargers are
U classified as off-board chargers and on-board chargers [1].
In off-board charging system, the charger is placed outside the
vehicle premises at a charging station and provides a dc output
which is directly plugged to the battery. This type of charger
is not responsible for the vehicle weight; therefore, weight of
these chargers is very high. As a result, it can be rated for high
power and thus the EV battery can be charged within a few
minutes. However, an impeding factor for the development of
these chargers is the cost. Therefore, number of these chargers
is limited and they are not ubiquitous.
In on-board chargers, the battery can be directly charged from
ac mains, which are widely available everywhere. This kind of
charger does not require expensive infrastructure and vehicle
can be charged anywhere, which is a clear advantage. They are
further classified as conductive charging or inductive charging.
In conductive charging system, the whole charging system is
placed inside the vehicle. In inductive charging system, a part
of the charger is placed outside of the vehicle [2]. The on-board
Manuscript received October 4, 2019; revised December 14, 2019; accepted
February 2, 2020. Date of publication February 6, 2020; date of current version
April 16, 2020. The review of this article was coordinated by Dr. B. Akin.
(Corresponding author: Ankit Kumar Singh.)
The authors are with the Department of Electrical and Instrumentation
Engineering, India Thapar Institute of Engineering and Technology, Patiala-
147001, India (e-mail: asingh10@ee.iitr.ac.in; manoj.badoni@thapar.edu;
ytatte@gmail.com).
Digital Object Identifier 10.1109/TVT.2020.2971971
0018-9545 © 2020 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See https://www.ieee.org/publications/rights/index.html for more information.
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3717
chargers have to be light weight and small in size so that they
can easily fit inside EVs. Further, the on-board chargers are
more attractive for EVs because this types of charger is always
available with vehicles.
The on-board chargers are further classified as single-
stage charger and two-stage charger. Moreover, in two-stage
charger [3]–[5], a number of components are employed; there-
fore, two-stage charging solution is not much appealing for
on-board implementation of charging system. While a single-
stage charging system employs fewer number of components
than two-stage charging system; therefore, it is more attractive
for on-board application of EVs. In conventional single-stage
charging system, a bidirectional DC-DC converter is connected
between DC-link of inverter and battery for power flow during
PP and RB modes [6]. To eliminate this bidirectional DC-DC
converter from single-stage charging system, power electronics
researchers have proposed integrated type of chargers [6]–[10].
In the integrated charger, the bidirectional DC-DC converter of
conventional single-stage system connected between battery and
DC-link is integrated with front-end converter at the cost of some
additional switches. The overall integrated system has fewer
number of total components compared to single-stage charging
system.
In the available literature integrated charging system utilizes
non-isolated type of converters [11]. Moreover, magnetic iso-
lation is desirable for vehicle application for safety of vehicle
users as well as protection of charging circuit. Further reported
integrated chargers use grid as main source for battery charging
and alternatively battery is also charged with RB modes. The
chargers [12]–[14] utilize only solar PV power source for battery
charging and have the limitation of power indeterminacy; there-
fore, reliability of charger is sacrificed. However, recently a solar
PV and grid based isolated 10-kW charger has been proposed
in [15], which utilizes a large number of component as well as
it does not operate in PP and RB modes.
Based on the above literature review, this paper proposes a
new grid and solar PV based single-stage integrated charging
solution for on-board applications, as shown in Fig. 1. The
main features of the proposed PEC are summarized as (a) dual
sources for charging operation, which enhances reliability of
the charger, (b) galvanic isolation for better safety of vehicle
users and charging circuit, (c) cost of conventional fuel sources
based electricity per charge reduces, (d) achieves all modes of
vehicle. Apart from above advantages of solar PV and grid based
charging system, there are few additional advantages for baterry
charging with solar PV power, which are summarized as: (i)
3718
TABLE I
ANALYSIS OF THE PROPOSED PEC WITH REPORTED METHODS
Fig. 1. Configuration of the proposed PEC.
EV battery is act as energy storage for solar PV system and
reduces the adverse impact of large scale of solar PV power
integration to the conventional grid system, (ii) long duration
of parking at workplaces or at home results in low charging
power requirement, which enables implementation of vehicle-
to-grid (V2G) operation (for V2G operation, diode rectifier will
be replaced by active rectifier), where EV act as controllable
power sources, (iii) power demands for battery charging from
grid reduces as solar PV power is generated locally [15], [16].
The proposed solution is developed from conventional isolated
and non-isolated SEPIC, which operates as an isolated SEPIC
for plug-in charging (PIC) mode and as non-isolated SEPIC
during solar PV charging. Further, in PP and RB modes, the
proposed integrated converter operates as boost converter and
buck converter, respectively.
A detailed analysis of the proposed PEC with reported meth-
ods is investigated in the following paragraph using Table I.
The comparison is carried with respect to galvanic isolation,
availability of solar PV charging, number passive components
and semiconductor devices, and buck/boost capabilities.
From Table I, the existing integrated chargers [7]–[10] do not
have magnetic isolation between battery and grid as well as solar
PV charging capability. Moreover, integrated charger reported
in [7] has the capability of buck-boost operation in all modes
but this charger has lower efficiency in all modes because it
utilizes a number of components in the current path. The reported
integrated chargers [8], [9] can not be effectively used for battery
charging when peak grid voltage is more than the battery voltage
(at low state of charge (SOC)) because these converters operate
only in boost mode. However, integrated chargers [8], [9] have
low component counts and lower voltage and current stresses
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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 69, NO. 4, APRIL 2020
Fig. 2. Operation of the proposed PEC during PIC mode.
on switching devices; therefore, these chargers have higher
operational efficiency in each mode. The charger [10] has very
high efficiency in PP and RB modes because in these two modes
the converter has low stresses on switching devices and fewer
number of devices encounters in the current path. The major
limitation of integrated charger [15] is the presence of large
number of components and does not operate in PP and RB
modes.
Rest of the sections are organized as follows: section II
discusses the converter operation in each mode. In Section III,
stress analysis and selection of switching devices are discussed.
Section IV discusses about design and selection of passive
components. The control algorithms for different modes are
discussed in section V. The simulation and experimental results
have been presented in section VI. Finally, concluding remarks
drawn from the study are given in Section VII.
II. OPERATING MODES OF THE CONVERTER
In this section, operating modes of the proposed PEC are
discussed in detail. States of the switching devices are shown in
Table II.
A. Grid Mode
When solar power is not available, the battery is charged
through grid power. When switch Sa1 turns ON, the rectified grid
voltage is applied to inductor L1 and current through it builds
up and L1 stores magnetic energy. The path of current through
inductor L1 is shown by solid lines in Fig. 2. Moreover, the
capacitor Cs transfers its stored energy to magnetizing inductor
Lm of high frequency transformer (HFT). In this duration,
SINGH et al.: MULTIFUNCTIONAL SOLAR PV AND GRID BASED ON-BOARD CONVERTER FOR ELECTRIC VEHICLES
TABLE II
SWITCHING STATES OF SEMICONDUCTOR DEVICES AND MECHANICAL SWITCHES IN ALL MODES
Fig. 3. Operation of the proposed PEC during solar PV mode.
the battery is disconnected from the grid hence, capacitor Cb
supplies power to the battery. When Sa1 turns OFF stored energy
of Lm is transfered to the battery through diode D6 as shown by
green dashed line and shown in Fig. 2.
B. Solar PV Mode
If grid power is not available, the battery is charged through
only solar PVsystem and it is connected to the battery through
SEPIC converter. The perturbed and observed based maximum
power point Tacking (MPPT) controller is implemented through
this SEPIC converter to optimize the performance of PV array.
The equivalent circuit representation of this mode is shown in
Fig. 3. When switch Sa3 is turned-ON, current through inductors
L2 and L3 flow as path indicated by pink and blue solid lines.
When Sa3 is turned-OFF, inductor L3 imparts its stored energy
to the battery through the diode D8 . While inductor L3 charges
the capacitor Cp .
C. Solar PV and Grid Modes
This mode occurs when solar PV system is not able to generate
required power (reference charging power) to charge the battery.
In such condition, grid is supplying remaining power (reference
power − solar PV power). The grid and solar PV system both
simultaneously charge the battery. If reference charging power
is not met by solar PV system the rest of the power is supplied
by the grid. The switch Sa3 is operated through PWM to achieve
MPPT operation and supplying power to the battery. The switch
Sa1 is operated for supplying power from grid to the battery. The
equivalent circuit of this mode is shown in Fig. 4.
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3719
Fig. 4. Operation of the proposed PEC during PIC and solar PV modes
(simultaneously).
D. PP Mode
The proposed system in this mode is operated as a conven-
tional boost converter. The switch Sa2 is operated through PWM
signal, and mechanical switches P2 and P3 ON permanently
ON. When Sa2 is turned-ON voltage Vb is applied to inductor
L1 and it stores magnetic energy and current flows through
the path indicated in Fig. 5(a) by solid pink line. When Sa2
is turned- OFF, inductor L1 is supplied its stored energy to the
DC-link capacitor Chv . The current path through various circuit
elements has been shown with dotted lines in Fig. 5(a). The
DC-link capacitor transfers its stored electrostatic energy to the
load (motor drive system though an inverter). The vehicle will
be in running mode as along as the battery is supplying energy
to the DC-link capacitor.
E. RB Mode
The proposed system in this mode is operated as a conven-
tional buck converter. The switch Sa3 is operated through PWM
signal, and mechanical switches P2 and P3 is permanently ON
similar to the PP mode. When switch Sa3 is turned ON inductor
L1 stores energy through the path indicated by pink solid line
in Fig. 5(b). When Sa3 is turned OFF, stored energy of L1 is
supplied to the load through the path indicated by green dotted
lines, which is shown in Fig. 5(b).
III. VOLTAGE AND CURRENT STRESS ANALYSIS
In this section, peak voltage and current stress analysis of
the converter is investigated. Based on stress on the switching
3720 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 69, NO. 4, APRIL 2020

TABLE III
PEAK VOLTAGE AND CURRENT STRESS ON SWITCHING DEVICES IN ALL MODES

where NC = Not conducting, NIL = 0 V, iL1,pp = inductor L1 current in PP mode, iL1,RB = inductor L1 current in RB mode, iLm,grid = magnetizing inductor Lm current
in PIC mode, ipv,max = peak solar PV current.

The voltage and current rating of switch Sa3 and diode D8 is

selected based on solar PV mode because Sa3 and D8 conduct
only in this mode. The rating of diode D6 is decided by PIC
mode because D6 subjected to the highest stress in this mode.
From Table III, voltage rating of switch P1 is selected as Vhv and
V
current rating is decided as ig max max (1, g,max
Vb ). The voltage
and current rating of switch P2 is selected as |Vg,max − Vb | and
i i
max (iL1,pp T s + L1,pp
2 , iL1,RB T s + L1,RB
2 ). The switch P3
does not have any voltage stress problem and its current rating
is same as switch P2 .

IV. DESIGN OF PASSIVE COMPONENTS

The design guideline of the passive components of the pro-
posed PEC is an important step because some of the compo-
nents is operated for more than one mode. Therefore, largest
value among all modes is chosen as final value. The switch-
ing frequency is selected as 20 kHz for design of the passive
components.
Inductor L1 is operated in PIC, PP and RB modes; therefore,
its value is calculated for each mode.
a) PIC Mode:
The battery voltage vb in PIC mode is given as [6]
d1 (t)
Vb = |vg (t)| (1)
(1 − d1 (t))
Fig. 5. Operation of the proposed PEC during in (a) PP mode and (b) RB
mode. where d1 (t) is the duty ratio of the converter and expressed as:
vb vb
d1 (t) = = (2)
devices, rating (voltage and current) of the these devices is de- vb + | vg (t) | vb + Vg max | sin(ωt) |
cided. In the proposed integrated system, some of the switching
devices conduct for more than one mode.Therefore, their rating The value of L1 for permitted current ripple (η) is given as [6],
is selected based on the mode for which maximum voltage and [17]
current stress develop on the switching devices. Table III shows    
peak stress on the switching devices for all modes. vg (t)d1 (t) Vg2 d(t) 1 Vg2 Vb
L1P IC = = =
The switch Sa1 is utilized in PIC and PP modes. The voltage ηig (t)fs Pg ηfs ηfs Pg Vb + | Vg |
Stress on Sa1 in PIC mode is (Vg,max +Vb ) and in PP mode is (3)
Vb . Therefore, voltage rating of Sa1 is selected based on PIC The maximum ripple current in inductor is determined at the
mode. The current rating of Sa1 is also decided based on PIC rated conditions i.e., Vb = Vb max and grid power Pg = Pg max
mode because current stress on the switch Sa1 is the sum of the for minimum value of grid voltage (Vg min ). The input √ inductor
input output current. The switch Sa2 conducts only in RB mode. L1P IC is designed for minimum peak grid voltage ( 2Vg min ).
The peak voltage developed across switch Sa2 in RB mode is Using (3), the calculated value of L1P IC is 3.5 mH for permitted
Vhv . Therefore, the voltage rating of Sa2 is selected as Vhv . current ripple 10% of input current (ig ).
The current rating of Sa2 is decided based on only RB mode. b) PP Mode:

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SINGH et al.: MULTIFUNCTIONAL SOLAR PV AND GRID BASED ON-BOARD CONVERTER FOR ELECTRIC VEHICLES 3721

The value inductor L1 in PP mode for allowable ripple current

(η  ) is given as [6], [17], [18]
V b d2
L1P P = (4)
η  fs
where d2 is equal to 1 − VVhv
b
. For 10% of allowable ripple, the
value of L1P P is calculated as 1.65 mH.
c) RB Mode:
The value of L1 in RB mode for allowable ripple current (η  )
is given as [6], [17], [18] Fig. 6. Control strategy for PIC and solar PV modes.

Vb (1 − d3 )
L1RB = (5)
η  fs
where d3 is equal to VVhv
b
. For 10% ripple current, the value L1RB
is calculated as 1.63 mH.
The final value of inductor L1 is selected as
L1 = max(L1P IC , L1P P , L1RB ) = max(1.78, 1.65, 1.63)
(6)
Therefore, the final of L1 is 1.78 mH and selected value for
simulation experimentation studies.
The value of magnetizing inductance Lm for ripple ξ% of the Fig. 7. Control strategy for PP and RB modes.
grid (ig ) is expressed as [19]

(1 − d1 (t)) Vg2 1 Vb where δ represents the voltage ripple in (%) across capacitor Cb ,
Lm = V b = (7) ω = 2πfL and fL is the grid frequency (50 Hz). For 5% voltage
ΔILm (t)fs Pg ξfs vg (t) + Vb
ripple in Cb , the size of capacitor Cb using (10) is chosen as
where ΔILm (t) = ξ% of the gird current (ig ). The turn ratio of 1200 μF for simulation and experimentation studies.
HFT is selected as unity for this design. The value of Lm for a The DC-link capacitor Chv is determined by PP mode, which
permitted current ripple (10% grid current) is calculated as 2.1 is given as [18]
mH and selected as 2 mH for simulation and experimentation
d2
studies. Chv = (11)
The value of middle capacitor Cs for voltage ripple k% of vcs Rfs Δv
Vhv
hv

is given as [6] where Δvhv is the ripple voltage in capacitor Chv . From (11),
Vb d1 (t) the value of Chv is calculated as 83.5 μF for Δvhv = 1% of Vhv .
Cs = (8) The selected value of Chv is 100 μF.
kvcs (t)fs RL
The design of MPPT converter (non-isolated SEPIC) is car-
where vcs is the voltage across capacitor Cs by substituting ried out in similar way as isolated SEPIC.
d1 (t), vcs (t)= |vg (t)| and equivalent load resistance RL =
Vb2 /Pb in (8), we can get V. CONTROL ALGORITHM
 
Vb Vb In this section, control techniques for each mode of vehicle
Cs =
k|(vg (t)|fs Pbb | vg (t) | +Vb
V2 operation are discussed using Figs. 6 and 7.

Pb A. Control Technique for PIC and Solar PV Modes

= (9)
kfs |(vg (t)|(vg (t) + Vb ) In PIC mode (alone), the battery is charged through the
The value of capacitor Cs is estimated at peak magnitude of reference power Pref . It is a two loop control strategy, the
grid voltage (Vg max ) and at nominal battery voltage (Vb ). Now, outer proportional integral (PI) regulator (or controller) Gib (z)
allowable ripple voltage is 5% of vcs , the capacitance value of is supplied by error signal between set charging power and
Cs after assuming 5% voltage across it is 0.823 μF and chosen measured rectified grid side power. The outer PI regulator pro-
as 1 μF. vides a reference DC signal, which is applied to the inner PI
The capacitor Cb is chosen based on second harmonic regulator GiL (z). The signal generated from inner regulator
(100 Hz) voltage ripple experienced by it. Therefore, size of is compared with high frequency sawtooth carrier signal to
capacitor is computed as [6] produce pulse width modulation (PWM) pulses for switch Sa1 ,
as represented in Fig. 6. The PV array provides variable power to
b P
Ib Pb the battery bank depending upon availability of solar irradiance.
Cb = = Vb = (10)
2ωΔVb 2ωδVb 2ωδVb2 A non-isolated SEPIC converter is used as a DC-DC interference

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3722 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 69, NO. 4, APRIL 2020

TABLE IV TABLE V
CIRCUIT PARAMETERS FOR SIMULATION AND EXPERIMENTATION PARAMETERS OF SOLAR PV SYSTEM

between PV panel and battery storage system. This converter

has mainly two important functions, first is to optimize the
performance of PV array and second to perform the buck and
boost operation depending upon the environmental situation. A
simple perturb and observe (P&O) based MPPT algorithm is
associated with the solar system is used because it is easy to
implement for experimental study [20]–[23].
When solar of the power is supplied through grid, i.e., Pg =
Pref -Ppv . In this case, battery draws power from both grid and
solar PV system.

B. Control Technique for PP and RB Modes

The implementation of control technique for PP and RB
modes is depicted in Fig. 7.
The control objective for PP mode is to maintain constant
DC-link for effective operation of vehicle drive system. The
PP mode utilizes dual-loop PI controller. The error between
∗
reference DC-link voltage vhv and measured DC-link voltage
vhv is fed to the outer loop PI controller Ghv (z). The error signal
between generated signal (reference battery current i∗b ) from
outer controller and measured battery current ib is supplied to
the inner PI controller Gibc (z). The output of inner PI controller
is compared to the high frequency sawtooth carrier signal for
generation of PWM pulses for switch Sa1 .
The control strategy for RB mode utilizes torque or speed
as reference input, which is determined by the driver [9]. This
mode also uses dual-loop PI controller. The output of outer PI
controller Gt (z) is a reference charging power, which generates
reference battery current (reference power/ battery voltage) for
inner current controller. The inner PI controller is common for
PP and RB modes. The output and inner controller is compared
with sawtooth carrier signal for generation PWM pulses to
switch Sa2 .
VI. RESULTS AND DISCUSSION
The proposed PEC is validate through simulation and experi-
mentation for 48 V battery and 150 V DC-link. The parameters
of the proposed PEC for simulation and experimentation have
been given in Tables IV and Table V. The reference power for
charging is 800 W.
Fig. 8. Simulation waveforms of PIC mode (alone) (a) grid voltage and grid
current, (b) voltage across capacitor Cs , (c) battery voltage, (d) battery current.
A. Simulation Results
The various modes of the proposed PEC have been simulated
in Simulink toolbox of Matlab 2013.
1) PIC and Solar PV Modes: The simulated waveforms of
PIC mode (alone) are presented in Fig. 8. The grid current and
grid voltage (110 V/10) with 800 W reference charging power
is shown in Fig. 8(a). Both grid voltage and grid current are
sinusoidal shape and in line with same phase, which shows the
proposed PEC is operating in high power factor (HPF) mode.
The voltage developed across capacitor Cs is a rectified grid
voltage, i.e., |vg |, which is approximately around 155 V (peak)
shown in Fig. 8(b). With 20% SOC, the battery voltage is around
50 V, which is shown in Fig. 8(c). At this battery voltage, average
current through the battery is around 15.2 A. Therefore, the
measured power at the battery side is 760 W hence, efficiency
of the converter in PIC mode (alone) is 95%.
The waveforms of PIC and solar PV modes (simultaneously)
are shown in Fig. 9 and Fig. 10. The solar PV system is operated
with 500 W/m2 solar irradiation. The maximum solar PV power
at this irradiation is 400 W. The reference charging power is set
at 800 W hence, remaining 400 W charging power is supplied
through grid. The grid voltage and grid current are still in same

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SINGH et al.: MULTIFUNCTIONAL SOLAR PV AND GRID BASED ON-BOARD CONVERTER FOR ELECTRIC VEHICLES 3723

Fig. 9. Simulation waveforms of PIC and solar PV modes (simultaneously)

Fig. 11. Simulated waveforms of PP mode (a) DC-link voltage, (b) DC-link
(a) grid voltage and grid current (b) solar PV voltage, (c) solar PV current.
current, (c) battery voltage, (d) battery current.

Fig. 10. Simulated waveforms of PIC and solar PV modes (simultaneously),

(a) solar PV power, (b) battery voltage, (c) battery current. Fig. 12. Simulated waveforms of RB mode (a) DC-link voltage, (b) battery
voltage, (c) battery current.

phase when solar PV system acting with grid, which shows

converter is stably operating in PFC mode with solar PV source.
The meaured solar PV voltage at maximum power point (MPP) is
around 54.6 V and current is 7.3 A, as shown in Fig. 9. The solar
PV power, battery voltage and battery current have been shown
in Fig. 10. The measured battery current in this mode is around
14.5 A and power at battery side is 725 W. The overall efficiency
of both converter (SEPIC isolated and SEPIC non-isolated) is
around 90.6%.
2) PP and RB Modes: The simulation waveforms of PP
modes with step load variations are shown in Fig. 11. The
reference DC-link voltage is 150 V and the objective of pp mode
is to regulate the DC-link voltage at the reference value. To verify
this mode, a step load variation is applied at t = 1 s (450 W to
550 W) and again t = 2 s (550 W to 450 W). The DC-link
voltage reaches to reference value immediately after this step
load variation, which is shown in Fig. 11(a). The variation in
the DC-link current with load power is shown in Fig. 11(b). The
battery voltage remains constant at 50 V shown in Fig. 11(c).
The current at battery side is measured as 9.4 A and 11.5 A at
450 W and 550 W, respectively, which is shown in Fig. 11(d).
RB mode is tested by decreasing dc-link voltage because
when brakes will be apply speed of the machine continuously
decreases hence, generated voltage voltage at machine terminal
will decrease. Here, dc-link voltage is varied from 150 V to 100 V
shown in Fig. 12(a) and the battery is charged with constant
current of 10 A. The battery voltage and battery current are
shown in Fig. 12(b) and Fig. 12(c), respectively.
B. Experimental Results
In this section, experimental results of each mode are dis-
cussed. The experimental setup (Fig. 13) has been developed
using components mentioned in Table VI.
1) PIC and Solar PV Modes: The screenshot of oscilloscope
during PIC mode (alone) with 800 W power is shown in Fig. 14.
From this figure, the grid voltage and grid current are in same
phase with desired wave-shape. The measured power factor (PF)

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3724
Fig. 13. Photo of experimental setup.
TABLE VI
COMPONENT LIST USED FOR DEVELOPMENT OF EXPERIMENTAL SETUP
Fig. 14. Experimental waveforms in PIC mode (alone).
and total harmonic distortion (THD) of the grid current have
been shown in Fig. 15. The THD of the grid current is found
as 4.4% and PF is unity. Which indicates converter is drawing
almost negligible reactive power from the grid as a result, cost
of electricity for charging is minimized. The measured power at
grid side is 855 W at 800 W charging power; therefore, converter
efficiency in this mode is around 93.56%. The battery current
shown in Fig. 14 at CH4 contains 100 Hz frequency ripple, i.e.
twice of the grid frequency (50 Hz), which appears inherently
in single-phase system with single-stage implementation of
charger. This low frequency current ripple in battery is reduced
by utilizing an inductive filter at battery terminal. The voltage
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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 69, NO. 4, APRIL 2020
Fig. 15. Power quality parameters of PIC mode.
Fig. 16. Waveforms across capacitor Cs and current through inductor L1 .
Fig. 17. Voltage waveform across switch Sa1 and diode D6 in plug-in mode.
waveform across capacitor Cs and current waveform through
inductor L1 have been shown in Fig. 16. The waveform of
voltage across switch Sa1 and diode D6 in PIC mode is shown
in Fig. 17. Both switch and diode tolerate a sum of input and
output voltages, i.e., (vg +vb ).
The waveforms of grid and solar PV modes (simultaneously)
are shown in Fig. 18(a) and 18(b). At 500 W/m2 solar irradiation,
the solar PV generates 400 W power. For 800 W reference
charging power, remaining 400 W power is supplied by the grid.
The grid current and grid voltage are still in same phase with
desired wave-shape, which shows converter is operating in high
PF mode even solar PV operation. The measured average battery
current is around 15.4 A and calculated power at battery side is
740 W. Hence, for 800 W reference charging power, the overall
efficiency of the system (including both converters) is around
92.5%. The waveform of voltage across switch Sa3 and diode
D8 is shown in Fig. 19. Both switch and diode experience a sum
of PV output voltage and battery voltage, i.e., (vpv + vb ).
2) PP and RB Modes: In PP mode, the battery supplies power
to the load. In a real system, load i.e., motor drive is controller
through an inverter. For healthy operation of vehicle, the DC-link
voltage of inverter must be constant during this mode irrespective
SINGH et al.: MULTIFUNCTIONAL SOLAR PV AND GRID BASED ON-BOARD CONVERTER FOR ELECTRIC VEHICLES
Fig. 18. Waveforms during PIC and solar PV modes (simultaneously) (a)
waveforms of grid voltage, grid current, and solar PV current and voltage (b)
waveforms of solar PV power, battery voltage and battery current.
Fig. 19. Voltage waveform across switch Sa3 and diode D8 in solar PV mode.
of any variations in the system either input side or output side. In
this study, DC-link voltage is selected as 150 V for 48 V battery.
To verify the effectiveness of closed loop control system, the
load power is varied in step manner from 450 W to 550 W. The
variation in the battery current at step load changes is shown in
Fig. 20 at CH3. The DC-link voltage is regulated at 150 V for
the load change in Fig. 20 at CH1. The measured battery side
current is around 9.8 A hence, and calculated power at battery
side is 472. 36 W. The efficiency of the converter at 450 W is
approximately 95%. The waveform of voltage across switch Sa1
and diode D7 in PP mode is shown in Fig. 21. In this mode, both
switch and diode experience output voltage i.e.,vhv . Moreover,
low voltage stress (only vhv ) in PP mode is desirable for vehicle
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3725
Fig. 20. Experimental Verification of PP mode with step load change.
Fig. 21. Voltage waveform across switch Sa1 and diode D7 in PP mode.
Fig. 22. Experimental Verification of RB mode with dc-link voltage variation.
application, usually PP mode has highest power rating than any
other mode [8].
RB modes, kinetic energy of wheels is converted into electric
energy by regeneration process. In this study, this mode is
tested by manually varying the DC-link voltage through the help
of auto-transformer and rectifier arrangement because DC-link
voltage changes in accordance with speed of motor in real
system. The battery is charged with 10 A of current through
regeneration process by varying the DC-link voltage from 150 V
to 100 V, which is shown in Fig. 22. The waveform of voltage
across switch Sa2 and diode D5 in RB mode is shown in Fig. 23.
In this mode, both switch and diode experience input voltage,
i.e., vhv .
3726
Fig. 23. Voltage waveform across switch Sa2 and diode D5 in RB mode.
VII. CONCLUSION
In this work, a new power electronic converter (PEC) has been
developed for plug-in electric vehicles (PEVs) utilizing both
grid and solar PV sources. The proposed PEC has capability to
operate for all modes of vehicles, i.e., charging, propulsion (PP)
and regenerative braking (RB). The charging is achieved through
grid (plug-in charging (PIC)) and solar PV system. The proposed
PEC is operated as an isolated SEPIC during charging from
grid and as an non-isolated SEPIC during solar PV charging.
While, in PP and RB modes, it operates as a conventional boost
and buck converters, respectively. Conventional boost and buck
operation of the converters provide low stresses on switching
devices than SEPIC operation of the converter. Therefore, stress
on switching devices in PP and RB modes are lower than PIC
and solar PV modes, which is desirable for vehicle application
because usually PP and RB modes rated for high power than
PIC and solar PV modes. The modes of the proposed system
have been validated through computer simulation and prototype
model for 800 W charging power and 48 V battery. The overall
system provides a reliable and efficient solution for electric
vehicle battery charging system and can be a promising solution
for future electric vehicles.
APPENDIX
The bandwidth of PIC mode: bandwidth of inner loop gain
is kept 7500 rad/s and outer loop gain is kept around 377 rad/s.
The bandwidth of PP mode: bandwidth of inner loop is kept
6000 rad/s and outer loop gain is kept 600 rad/s. The bandwidth
of RB mode: in this study, the RB mode is tested by varying DC-
link voltage, and it is one loop control strategy (only current loop,
the implementation of outer torque or speed loop is achieved
through complete system (motor-drive)). Hence, the bandwidth
of current loop is the same as PP mode.
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Ankit Kumar Singh (Member, IEEE) received the
B. Tech. degree from Uttar Pradesh Technical Uni-
versity, Lucknow, India, in 2008, the M.Tech degree
from NIT Hamirpur, Hamirpur, India, in 2013, and the
Ph.D degree from the Indian Institute of Technology,
Roorkee, India, in 2018. He joined Electrical En-
gineering Department, Babu Banarasi Das National
Institute of Technology and Management, Lucknow,
India as a Lecturer from 2009 to 2011. He is currently
an Assistant Professor with TIET, Patiala, India. His
research interest in battery charging of electric vehi-
cles, renewable energy and dc–dc converters.
SINGH et al.: MULTIFUNCTIONAL SOLAR PV AND GRID BASED ON-BOARD CONVERTER FOR ELECTRIC VEHICLES 3727

Manoj Badoni (Member, IEEE) received the
B. Tech. degree in instrumentation engineering from
the University Science and Instrumentation Centre,
HNB Garhwal University, Srinagar Garhwal, India,
in 2006, the M.E. degree in electronics engineering
from Punjab Engineering College, Chandigarh, India,
in 2008, and the Ph.D. degree in electrical engineering
from Delhi Technological University, Delhi, India, in
2016. In 2017, he joined the Department of Electrical
and Instrumentation Engineering, Thapar Institute of
Engineering and Technology, Patiala, India, as an
Assistant Professor. His areas of research interest include power electronics,
power quality, and grid integration of renewable energy sources.
Yogesh N. Tatte was born in India, in 1988. He
received the B.E. degree in electrical engineering
from Nagpur University, Nagpur, India, in 2010, the
M. Tech. degree in electrical engineering from the G.
H. Raisoni College of Engineering, Nagpur, India, in
2013, and the Ph.D. degree from the Visveswaraya
National Institute of Technology, Nagpur, India, in
july 2017. He is currently working as an Assistant
Professor with the Thapar Institute of Engineering
and Technology, Patiala, India. His current research
interests include power electronics, drives and digital-
signal-processing-based control applications.

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