Domain:

(Electrical)

A Multifunctional Solar PV and Grid Based On-

Board Converter for Electric Vehicles
 Abstract
 Introduction
 Objective of the work
 Existing method
 disadvantages
 Proposed method
 Project block diagram
 advantages
 Extension method
 Project extension based block diagram
 advantages
 Software Requirements
 Simulation results
 conclusion
 References
 Abstract

In this project, development of a multifunctional power electronic converter (PEC) utilizing dual power
sources (grid and solar photovoltaic (PV)) for charging phenomenon of plug-in electric vehicles (PEVs).
The developed configuration 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, operation of the proposed PEC as a conventional boost converter and conventional buck
converter, respectively. The performance proposed method evaluated results using Matlab/Simulink
software.
Literature survey
 M. Yilmaz and P. T. Krein, This paper reviews the current status and implementation of battery chargers, charging
power levels, and infrastructure for plug-in electric vehicles and hybrids. Charger systems are categorized into off-board
and on-board types with unidirectional or bidirectional power flow. Unidirectional charging limits hardware
requirements and simplifies interconnection issues. Bidirectional charging supports battery energy injection back to the
grid. Typical on-board chargers restrict power because of weight, space, and cost constraints. They can be integrated
with the electric drive to avoid these problems. The availability of charging infrastructure reduces on-board energy
storage requirements and costs. On-board charger systems can be conductive or inductive. An off-board charger can be
designed for high charging rates and is less constrained by size and weight. Level 1 (convenience), Level 2 (primary),
and Level 3 (fast) power levels are discussed. Future aspects such as roadbed charging are presented. Various power
level chargers and infrastructure configurations are presented, compared, and evaluated based on amount of power,
charging time and location, cost, equipment, and other factors .
 T. W. Ching and Y. S. Wong, This paper aims to review current wireless power transfer (WPT)
technologies on electric vehicle charging. Basic principles of the technologies, including capacitive,
electromagnetic field and magnetic gear, are elaborated. Advantages and limitations of each technology
for EV charging are discussed. The latest development, key technical issues, challenges and state-of-art
researches are introduced.
 Cont.
 O. C. Onar, J. Kobayashi, D. C. Erb, and A. Khaligh, “Plug-in hybrid electric vehicles (PHEVs) will play a vital role in future
sustainable transportation systems due to their potential in terms of energy security, decreased environmental impact, improved
fuel economy, and better performance. Moreover, new regulations have been established to improve the collective gas mileage,
cut greenhouse gas emissions, and reduce dependence on foreign oil. This paper primarily focuses on two major thrust areas of
PHEVs. First, it introduces a grid-friendly bidirectional alternating current/direct current ac/dc-dc/ac rectifier/inverter for
facilitating vehicle-to-grid (V2G) integration of PHEVs. Second, it presents an integrated bidirectional noninverted buck-boost
converter that interfaces the energy storage device of the PHEV to the dc link in both grid-connected and driving modes. The
proposed bidirectional converter has minimal grid-level disruptions in terms of power factor and total harmonic distortion, with
less switching noise. The integrated bidirectional dc/dc converter assists the grid interface converter to track the charge/discharge
power of the PHEV battery. In addition, while driving, the dc/dc converter provides a regulated dc link voltage to the motor drive
and captures the braking energy during regenerative braking.
 J. C. Bendien, G. Fregien, and J. D. van Wyk, “The paper concerns a battery charger that has been developed for use in a
battery powered electric road vehicle. The object is to charge the 144 V traction battery directly from the 220 V supply by
drawing sinusoidal current at the input, to obtain, a high efficiency and to have transformer isolation from the supply. To achieve
this, the rectified 220 V supply is chopped up to 500 V by a DC to DC convertor and transformed to the necessary voltage for
battery charging by using a high-frequency self-oscillating inverter with magnetic feedback. The rectified output of the inverter
charges the battery. The step-up chopper controls the transmitted power to the battery and ensures a sinusoidal line current. A
detailed description of the power circuit is given and the capabilities of the complete system are proved by extensive
measurements.
 Introduction

USUALLY, the electric vehicles (EVs) battery chargers are 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.
 Cont.
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 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; therefore, two-stage charging solution
is not much appealing for on-board implementation of charging system.
 Existing method
In existing system, 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.
 Drawbacks
 Do not have magnetic isolation between battery and grid as
well as solar PV charging capability
 lower efficiency
 utilizes number of current components
 Proposed method

In the proposed system, multi-functional power electronic converter (PEC) utilizing

dual power sources (grid and solar photovoltaic (PV)) for charging phenomenon of
plug-in electric vehicles (PEVs). The developed configuration accomplished all modes
of vehicles (charging, propulsion (PP) and regenerative braking (RB).
Block diagram& Control diagram

Fig. Schematic diagram

 Advantages
 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
 Light weight
 Small in size
Advantages
 Less harmonics
 Can evaluated better accurate values
 Provides better efficiency
 Applications
 Applied in Electric Vehicle Charging Station.
 Applied for Motor Drives, Car Charger Stations, Power

Electronics for DC Fast Chargers, Market Requirements,

Process and Medical Power Supplies, Electric and Electrified
Vehicles, Traction.
 Tools Used

 Software configuration:
 Operating system : windows 7/8/10
 Application software : matlab/simulink software
 Hardware configuration:
 Ram : 8 GB
 Processor : I3 / I5 (mostly prefer)
Simulation results:
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.
 Signal Available signals

Selected signal: 25 cycles. FFT window (in red): 1 cycles Refresh

100

50 Name: fig9_conv

Signal mag.
0 Input: input 1

-50 Signal number: 1

-100 Display: Signal

0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
Time (s) FFT window

FFT analysis FFT settings

Fundamental (50Hz) = 100 , THD= 2.54% Start time (s): 0.1

0.35 Number of cycles: 1

Fundamental frequency (Hz): 50

0.3

Mag (% of Fundamental)
Max frequency (Hz): 1000
0.25
Max frequency for THD computation:

0.2 Nyquist frequency

Display style:
0.15
Bar (relative to fundamental)

0.1 Base value: 1.0

Frequency axis: Hertz

0.05

Display Export
0
0 100 200 300 400 500 600 700 800 900 1000
Help Close
Frequency (Hz)

Signal Available signals

Selected signal: 25 cycles. FFT window (in red): 1 cycles Refresh

10

5 Name: fig9_conv
Signal mag.

0 Input: input 1

-5 Signal number: 2

-10 Display: Signal

0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
FFT window
Time (s)

FFT analysis FFT settings

Fundamental (50Hz) = 10 , THD= 2.54% Start time (s): 0.1

0.35 Number of cycles: 1

Fundamental frequency (Hz): 50

0.3
Mag (% of Fundamental)

Max frequency (Hz): 1000

0.25
Max frequency for THD computation:

0.2 Nyquist frequency

Display style:
0.15
Bar (relative to fundamental)

0.1 Base value: 1.0

Frequency axis: Hertz

0.05

Display Export
0
0 100 200 300 400 500 600 700 800 900 1000
Help Close
Frequency (Hz)
 simulation waveforms of PIC and solar PV modes
(simultaneously) grid voltage and grid current ,solar PV
voltage, solar PV current, solar PV power , battery voltage,
battery current
 Fig. 11. Simulated waveforms of PP mode (a) DC-link
voltage, (b) DC-link current, (c) battery voltage, (d) battery
current
Fig. 12. Simulated waveforms of RB mode (a) DC-link
voltage, (b) battery voltage, (c) battery current
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.
 REFERENCES
[1] M. Yilmaz and P. T. Krein, “Review of battery charger topologies, charging power levels, and
infrastructure for plug-in electric and hybrid vehicles,” IEEE Trans. Power Electron., vol. 28, no. 5,
pp. 2151–2169, May 2013.
[2] T. W. Ching and Y. S. Wong, “Review of wireless charging technologies for electric vehicles,”
in Proc. 5th Int. Conf. Power Electron. Syst. Appl., Dec. 2013, pp. 1–4.
[3] O. C. Onar, J. Kobayashi, D. C. Erb, and A. Khaligh, “A bidirectional high-power-quality grid
interface with a novel bidirectional noninverted buck-boost converter for PHEVs,” IEEE Trans. Veh.
Technol., vol. 61, no. 5, pp. 2018–2032, Jun. 2012.
[4] J. C. Bendien, G. Fregien, and J. D. van Wyk, “High-efficiency on-board battery charger with
transformer isolation, sinusoidal input current and maximum power factor,” IEE Proc. B - Electric
Power Appl., vol. 133, no. 4, pp. 197–204, Jul. 1986.
[5] A. V. J. S. Praneeth and S. S. Williamson, “A wide input and output voltage range battery charger
using buck-boost power factor correction converter,” in Proc. IEEE Appl. Power Electron. Conf.
Expo., Mar. 2019, pp. 2974– 2979.
[6] A. K. Singh and M. K. Pathak, “Integrated converter for plug-in electric vehicles with reduced sensor
requirement,” IET Elect. Syst. Transp., vol. 9, no. 2, pp. 75–85, 2019. [7] Y. J. Lee, A. Khaligh, and A.
Emadi, “Advanced integrated bidirectional AC/DC and DC/DC converter for plug-in hybrid electric
vehicles,” IEEE Trans. Veh. Technol., vol. 58, no. 8, pp. 3970–3980, Oct. 2009. [8] S. Dusmez and A.
Khaligh, “A charge-nonlinear-carrier-controlled reduced-part single-stage integrated power electronics
interface for automotive applications,” IEEE Trans. Veh. Technol., vol. 63, no. 3, pp. 1091– 1103, Mar. 2014
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