2020 IEEE Students Conference on Engineering & Systems (SCES)

July 10-12, 2020

Prayagraj, India

Solar based Electric Vehicle Charging Circuit in G2V

and V2G modes of Operation
Mendem Premchand Satish Kumar Gudey
Department of Electrical and Electronics Department of Electrical and Electronics
Gayatri Vidya Parishad College of Engineering (Autonomous) Gayatri Vidya Parishad College of Engineering (Autonomous)
Visakhapatnam, India. Visakhapatnam, India
[email protected] [email protected]

Abstract— This paper presents solar based electric vehicle (EV) configuration consisting of two stages is referred in [7]-[8].
charging circuit. Incremental Conductance MPPT Algorithm is First stage acts as a converter/inverter and the second stage
used to extract maximum power from the solar PV at STC consists of a DC-DC converter which acts as step-up
conditions. A battery of rating 100AH is charged with the solar converter during discharging and as a buck converter during
PV panel using a boost converter which generates output voltage
charging. The battery is used to store electrical energy in the
of 400V. Then the voltage is stepped down for buck operation
according to 220 V battery requirement. The SOC characteristic form of chemical energy in charging and energy is supplied
is observed to be fully charged within short period. The passive to grid during discharging.
parameters (filter components on the input and output) of the In EV the battery plays an important role, SOC (state
system are derived and appropriately used in the work. Also in of charge) of the battery is maintained within the limits for
the absence of solar PV energy, electric vehicle is charged from long life. There are different types of batteries which are used
the grid. A PR (proportional plus resonant) controller is used in the EV, they are Nickel-cadmium, Lead-acid and Lithium-
with a corner frequency of 10rad/sec. A 400 V dc output voltage ion batteries. Lithium-ion batteries are preferred for EV due
is obtained through a H-bridge rectifier and applied to a DC-DC to high specific energy, good discharging capabilities and
bidirectional converter. It is observed that the battery SOC is
long working life [9]. Section II deals with the EV circuit
accomplished within a small period. During charging and
discharging modes the battery voltage and current is presented. configuration and passive components design, section III
It is clear that the grid voltage and current are in phase during deals with EV Charging with solar PV. Section IV deals with
charging. During discharging they are said to be out of phase EV with proportional plus resonant controller (PR) in
indicating the reverse power flow. IGBT switches are considered charging, section V deals with the EV Support to Grid.
to be operating at 10 kHz. On-board electric vehicle chargers Boost Converter
can be utilized at homes and parking places. The work reflects Ipv LIN D1
the usage of EV connected to solar exhibits less dependency on
Solar to Vehicle
the grid with clean (zero emission) and smooth movement of the
G2V and V2G
vehicle. PV Pannel Vpv T1 Cout

Index Terms— Battery, Electric vehicle, maximum power point,

proportional resonant controller, State of Charge.
Bidirectional AC/DC Converter Ib
I. INTRODUCTION LO
Bidirectional DC/DC Converter

S5

S1 S3
Solar Energy can be utilized for electric vehicle (EV) Ig LS
battery charging applications in urban areas. Hence the Cdc Battery

burden on the grid gets reduced when EV’s are directly Grid Vg CS
Vdc
S6 CO
Vb
integrated to the solar charging stations [1]. Therefore, in this
work, a solar power based EV charging is proposed.
Fig. 1 shows the electric vehicle charging with solar S4 S2

PV, the electric vehicle charging with grid as well as with the
solar PV [2]-[6]. In the day time the electric power generated
Figure 1. Electric Vehicle with Solar Charging Configuration
by the solar PV is utilized to charge EV. In absence of the
solar PV power, the electric vehicle is charged with the power
grid. Electric vehicle charging circuit with solar PV

978-1-7281-9339-7/20/$31.00 ©2020 IEEE

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 II. EV CIRCUIT CONFIGURATION AND DESIGN  1 
2
1
An effective design of the passive filters used in the circuit is Cs =   × (7)
 2π f sw  Ls
very much necessary for the best operation of the EV. The
design of passive components are presented here for the EV The capacitor filter Cs and inductor Ls are obtained as 20µF
considered in the work [10]. and 0.75 mH.
(i) DC bus capacitor (Cdc): (iii) Output filter (Lo and Co):
In single phase converters output DC voltage consists of The output filter inductor Lo and capacitor Co are calculated
second order harmonics and hence a large value of dc using (8) and (9) respectively.
capacitor on the dc side is required. The dc capacitor is an
 D 1− D 2 r 
energy storage device between the input and output. The  ( ) 
capacitor value will be selected based on its energy storage. L = o
 (8)
The input power is given by (1) assuming the input power 2 f sw
factor to be unity, (1 − D )
VI VI Co = (9)
Pin = vin × iin = − cos 2ωt (1)  ΔVo  2
2 2 8Lo   f sw
Input inductor power is given by (2)  Vo 
1 2 The output side capacitor required is very large to maintain the
∂  L ( I sin ωt )  output voltage constant. duty ratio is D, the internal resistance
 2  = ω LI 2 sin ωt cos ωt
P =
L (2) is r, fsw switching frequency of the buck/boost converters, Vo is
∂t
The energy flows from input inductor to the H-bridge the output voltage, ΔVo is ripple voltage which is 5% of the
converter and charges the output dc capacitor. Neglecting the output voltage. Lo and Co is obtained to be 41μH and 600 μF.
device power losses, power in the output capacitor is equal to A 120V rms 60Hz single phase system is considered in this
the difference between the input power and inductor power. work.
The power flow through the capacitor is obtained using (3)
 VI VI
 2 2


(
Pc = Pin − PL =  − cos2ωt  − ωLI 2 sinωt cosωt (3) ) Vpv KP + Ki / S PWM T1

In equation (3) DC component is supplied to DC output and VMPPT

second order components will charge and discharge the Vpv Carrier
capacitor which causes ripple in output DC voltage. For a haf MPPT
Ipv wave
cycle, the instantaneous power is calculated by simplifying
and taking the integration, (4) represents the ripple energy
T Figure 2. PV Boost Converter Control Circuit
2 V 2I 2 ω2L2I 2 V 2I 2 ω2L2I 2
EC =  + sin2ωtdt = + ω (4) MODE
4 4 4 4

AND
0 Charger(1)/
Discharge(0) Boost
From the ripple energy in the capacitor, one can derive the SOC converter on
relation between DC capacitor, DC voltage and input inductor SOC SOCout
SOCout
as (5) AND

CHARGER Buck
V 2 I 2 ω 2 L2 I 4 On(1)/Off(0) converter on
+
Cdc = 4 4 (5) Figure 3 (a). Upper level control
2 ×Vdc × ΔVdc × ω
Using (5), Cdc is obtained to be 2mF. PI
Vref_Buck Controller Pulse
(ii) Input side filter (Ls and Cs): S5
generator
The filter inductor is designed based on the ripple current Carrier
flowing through the inductor (Ls). Vb wave

V sin ωt  V sin ωt  Buck converter on

Vdc × × 1 −
Vdc  Vdc  (enable)
Ls = (6) PI
2ΔIf sw Vref_Boost Controller Pulse
S6
Vdc is the DC voltage with ripple and instantaneous value of Carrier generator
input AC voltage is given by V sinωt. fsw is the switching Vb wave
frequency and ripple current ΔI is taken as 10% of the input
current. The harmonics of the output voltage is damped by Boost converter on
(enable)
using the input LC filter capacitor and is given by (7) Figure 3 (b). Lower level control for DC-DC Converter

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 Fig. 2 shows the solar PV boost converter control circuit,
PV array voltage and the MPPT voltage is compared and
voltage error is generated. Error voltage generated flows
through proportional plus integral controller (PI) and PI
controller output is compared with 10 kHz triangular carrier
wave, according to it switching pulses are generated for PV
boost converter. The upper level and lower level controllers
for the bidirectional DC-DC converter is shown in Fig.3 (a)
and 3 (b). In upper level control according to the battery SOC
between 5% to 100% and mode of operation i.e. charging or
discharging mode, SOCout is derived. Then SOCout and Figure 4. PV panel with input labels (Source: PSCAD Software Simulator)
Charger ON/OFF are given to the logic circuits to produce TABLE II PARAMETERS OF PV ARRAY
signal for enable the buck or boost converter. Accordingly
PVArray Value
switching pulses are generated using Fig. 3 (b) to the switches
of the Buck/Boost converter. Similarly for lower level control Modules connected in series in one array 7
the switching pulses are generated based on the voltage error Module strings in parallel in one array 10
and buck converter on signal. Cells connected in series in one module 36
Cell strings in parallel in one module 1
III. ELECTRIC VEHICLE CHARGING WITH PV
Irradiation taken as reference 1000 L
The Electric vehicle battery is charging with the solar
Cell reference temperature 25oC
PV energy in the day time. The circuit configuration is as
shown in Fig. 1. The PV panel voltage is boosted up to 400
volts by using a step-up converter. PV boost converter Boost Converter Sw it ching Pulses

voltage is step down according to the battery voltage 1.20

T1

requirements by using DC-DC converter. Here battery 1.00

capacity of 100AH, 230 V (20 kWH) is considered. An 0.80

Onboard charging circuit at Home or parking places can be 0.60

Magnitude

realized. Table I shows the Boost converter design parameters 0.40

and Fig. 4 shows the PV panel with input labels and table II 0.20

shows array parameters used for simulation. 0.00

Simulation results of the electric vehicle charging with -0.20

T (s) 0.02400 0.02410 0.02420 0.02430 0.02440 0.02450 0.02460 0.02470 0.02480
the solar PV are discussed. Switching pulses obtained for the
solar PV boost converter is shown in Fig. 5. The switching Figure 5. PV Boost Converter Switching pulses (T1)
pulses obtained for the buck converter during charging is
Buck Boost converters sit ching pulses
shown in Fig.6. Fig. 7 shows the characteristics of the solar Buck converter on Boost convert er on
1.40
PV at STC conditions (25oC, 1000 Lumens). A 220 V open 1.20
circuit voltage and 2.5 A short circuit current is obtained with 1.00

PV panel parameters shown in Table II. 0.80

0.60
Magnitude

TABLE I PARAMETERS OF PV BOOST CONVERTER 0.40

0.20
Parameters Value 0.00
Boost converter input Voltage 200 V -0.20
-0.40
Output Voltage 400 V T (s) 0.800 0.850 0.900 0.950 1.000 1.050 1.100 1.150
Input inductor, LIN 1.3 mH
Output capacitor, Cout 2500 µF Figure 6. Buck Converter Switching Pulses (ON) and Boost Converter (OFF)
Duty ratio 0.5 I - V Charact e rist ics of PV array

X Coo rdinat e Y Coo rdinat e

Switching frequency 10kHz PV array volt age PV array curre nt
PV array volt age PV array pow e r

Fig. 8 shows the solar PV voltage and MPPT voltage 0.02 50

tracking, the PV array takes 0.122s time to track the MPPT 0.02 00

reference voltage (Vmppt) and 0.5 % steady state error.5%. Fig. 0.01 50

9 shows the boost converter output voltage 400V. Battery 0.01 00

0.00 50
Fig. 10 shows the battery voltage and the current. Fig. 11 0.00 00
+x

shows the battery state of charge during the EV charging. It is A pe rt ure

0 .06 0 0.08 0 0 .10 0 0.1 20 0.1 40 0.160 0.1 80
W idt h
0.200
1 .0
0 .220

observed that the electric vehicle is charged 100% with solar 0s 1.00 0s Posit ion 0

PV within a short period (10s). Figure 7. Characteristics of solar PV

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 basically a second order transfer function is used as a non-
ideal PR controller in this work.
The PR controller GPR ( s ) is given by (10)

2ωc s
GPR ( s) = k p + ki (10)
s + 2ωc s + ωo2
2

System dynamic response is determined by kp, phase shift

between the output and the reference input is adjusted by
using ki, cut off frequency ωc<< ωo, resonant frequency ωo is
Figure 8. Solar PV Array and MPPT Voltages Tracking kept at 377 rad/s in this work. Here ki = k/ ωc assumed to
Boost Convert er Output V oltage simplify the controller. It is taken here as unity so that the
0.450
V dc
effect of ωc can more easily be understood [12]-[13].
0.400
0.350 S1 S2 S3 S4
0.300
0.250
Ig*
Vdc(kV)

0.200
Proportional Proportional Hysteresis
0.150
0.100
Vdc* Integral Resonant Logic
0.050
0.000
T (s) 0.00 0.20 0.40 0.60 0.80 1.00 Vdc Vg Ig
Figure 9. Boost Converter Output DC Voltage Figure 12. PR Controller for EV circuit configuration

Reference dc voltage and actual dc voltage are compared

and the voltage error obtained is passed through a PI controller
to generate the grid current reference for the current loop.
Switching pulses for the IGBT switches of the single phase
converter is generated by using hysteresis logic. Accordingly
the frequency response characteristics shown in Fig. 13 are
obtained for different values of ωc from 0 to 25 rad/s. The
proportional gain is taken as 1. It is observed that the bode
plots converge to 20db/dec for any value of ωc.

Figure 10. Battery charging Voltage and Current

Battery SOC
SOC

99.000060
99.000050
99.000040
99.000030
% SOC

99.000020
99.000010
99.000000
98.999990
T(s) 2.0 4.0 6.0 8.0 10.0
Figure 13. Frequency response characteristic for variation in ωc and k = 1
Figure 11. Battery State of Charge during charging
TABLE III CIRCUIT CONFIGURATION PARAMETERS
IV. ELECTRIC VEHICLE CHARGING FROM GRID Circuit Variables Ratings
In this mode of operation the electric vehicle is charged Grid voltage Vg 120 V rms
Power frequency fs 60 Hz
from the grid. This mode operates in the absence of the solar
AC Filter inductor Ls 0.75 mH
power. The electric vehicle charging from grid circuit AC Filter capacitor Cs 20 µF
configuration is shown in Fig. 1 and system parameters used DC Capacitor Cdc 2 mF
for simulation is shown in Table III. The switching pulses for Inductor Lo 41µH
the single phase H-bridge bidirectional converter is generated Capacitor Co 600 µF
by using proportional pulse resonant (PR) controller. The Battery capacity 100AH
control block diagram of the PR controller is shown in Fig. 12. Hysteresis band h ±0.5 V
PR introduces at the fundamental frequency an infinite gain PR Controller parameters Kp, Гi 100, 0.1ms
and it has ability to follow the sine current waveform [11] with
reduced steady state error. To avoid stability problems at
infinite gain, an approximate high gain low pass filter which is

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 sa1
Sw it ching Pulses
sa3
and current during the charging is shown in Table IV. It is
1.20

1.00
observed that 3rd and 5th order harmonic component is more
0.80
compared to 7th, 9th, 11th and 13th, voltage and current THD is
0.60 within the IEEE-519 standards.
Magnitude

0.40
Bat te ry SOC
0.20 SOC
100.0000005
0.00
100.0000000
-0.20 99.9999995
T (s) 0.00720 0.00725 0.00730 0.00735 0.00740 0.00745 0.00750 0.00755 99.9999990
99.9999985

% SOC
Figure 14. Switching pulses to the Bidirectional AC-DC Converter switches 99.9999980
99.9999975
Grid Volt age Current w ave forms
V g (red) Ig (blue) 99.9999970
0.200
99.9999965
0.150
99.9999960
0.100 T (s) 0.80 1.00 1.20 1.40
0.050
Vg (kv) , Ig (ka)

0.000 Figure 17. SOC during charging

-0.050

-0.100

-0.150
V. ELECTRIC VEHICLE SUPPORT TO GRID
T (s)
-0.200
0.220 0.230 0.240 0.250 0.260 0.270 0.280 0.290 0.300
In this mode of operation bidirectional AC-DC converter
Figure 15. Grid Voltage and Current waveforms during charging
acts as an inverter and controls output grid current. The
battery supplies power to grid based on the requirement of the
TABLE IV GRID VOLTAGE AND CURRENT HARMONIC COMPONENTS power grid and the convenience of the EV owner. The
Harmonic Individual Current Voltage Individual simulation results are presented in this section.
order THD% THD% Vg (red)
Grid Voltage Current w ave forms
Ig (blue)
0.200
3 1.804 0.0220
0.150
5 1.604 0.0072
0.100
7 0.708 0.0203
0.050
9 0.192 0.0052
Vg (kV), Ig (kA)

0.000
11 0.590 0.0078
-0.050
13 1.235 0.0133
-0.100

-0.150
Bat tery Volt age Current
-0.200
Vbt y T(s) 0.220 0.230 0.240 0.250 0.260 0.270 0.280 0.290 0.300

0.20
Figure 18. Grid Current and Voltage Current waveforms
Vb (kV)

0.10
Bat t ery V olt age Current
Vbt y
0.00
0.100
Ibt y 0.080
0.0030
Vb (kV)

0.060
0.040
0.0020
0.020
Ib (kA)

0.000
0.0010
Ib
0.0020
0.0000 0.0000
-0.0020
T (s) 0.840 0.850 0.860 0.870 0.880 0.890 0.900 -0.0040
Ib (kA)

-0.0060
-0.0080
Figure 16. Battery charging Voltage and Current -0.0100
-0.0120
T (s) 0.840 0.850 0.860 0.870 0.880 0.890 0.900
The peak amplitude of the gain margin increase with lower
values of ωc. It also reveals that the infinite gain only occurs at Figure 19. Battery discharging Voltage and Current
resonant frequency. Therefore the PR controller is sensitive Bat tery SOC

between controller resonant frequency and fundamental SOC

frequency of the converter. Hence the sensitivity can be 99.99998

99.99996
reduced by taking a small value of ωc. In this work 10 rad/s is 99.99994

taken. A trade off should be made by properly selecting the

% SOC

99.99992

value of k and ωc. 99.99990

99.99988
Fig. 14 shows the switching pulses applied to bidirectional 99.99986
AC-DC converter during the charging of the electric vehicle. 99.99984

Fig. 15 shows the grid current and voltage in charging mode T (s) 0.80 0.90 1.00 1.10 1.20 1.30 1.40 1.50

of operation with PR controller. The input voltage and current Figure 20. SOC during discharging
is in phase with each other. Fig. 16 shows the battery current
The grid voltage and current waveforms during discharging is
and voltage waveforms during charging, the voltage waveform
shown Fig. 18, in charging the grid voltage and current is in
has small increase and the current waveform is constant. Fig.
17 shows the battery SOC waveform during battery charging. phase but in discharging the grid current is out of phase to the
The odd order harmonic component present in grid voltage grid voltage. It shows that power flows from EV battery to

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