JOURNAL OF INFORMATION, KNOWLEDGE AND RESEARCH IN ELECTRICAL ENGINEERING

DESIGN BI-DIRECTIONAL CHARGER FOR PHEV APPLICATION

CHAUDHARI TEJAL A., BARIYA CHETAN K., UPADHYAY CHETAN D. Department Of Electrical Engineering D College Of Engineering, Gujarat Technological University,Ahmedabad380015, Gujarat, India. tejalchaudhari1986@gmail.com
ABSTRACT:- Because of the environmental consideration Go green factor, and the automotive industry is going through a major restructuring, and automakers are looking for new generations of hybrid vehicles called plug-in hybrid electric vehicles (PHEVs). In the event that PHEVs become more available and the number of PHEVs on the road increases. So Plug-in Hybrid Electric Vehicles (PHEVs) has been gaining popularity. But here the major issue comes into account is the battery charging. Here, a battery charging system based on a three level ac-dc converter, bidirectional dc-dc converter. It has been shown that with direct duty cycle calculation technique that unity power factor is achieved and Total Harmonic Distortion (THD) is minimized. The simulation has been performed using SIMULINK. The graphs are presented to show the battery charging/discharging and the converter characteristics Keywords- PHEV Battery, DC To DC Converter, DC To AC Inverter, Battery Control Strategy. I. INTRODUCTION: Todays electrical grid has much inefficiency that is both costly and wasteful. Some of these issues are simply a result of the fluctuations in demand that occur each day in addition to the need for voltage and frequency regulations. When the demand placed on the grid exceeds the capacity of the base-load power plants, peak power plants, and sometimes spinning reserves, must be turned on. During periods of low demand, the electricity usage drops below the output of the base-load power plants, and all the unused energy is wasted. With the increase in demand for environment-friendly automobile, plug-in hybrid electric vehicle (PHEV) becomes a preferred choice as automotive industries are focusing on hybrid electric vehicle (HEV) and electric vehicle (EV) development. A plug-in hybrid electric vehicle can be defined as any hybrid electric vehicle which contains: a higher capacity of battery storage system used for powering the vehicle and a battery charger for recharging the battery system from an external outlet and has an ability to drive in all-electric range without consuming gasoline [1],[2][3]. The conversion from hybrid electric vehicle to plug-in hybrid electric vehicle can be done by adding a high energy density battery pack in order to extend the allelectric-range (AER).Increased market penetration of PHEVs along with a vehicle-to-grid (V2G) network that enables coordinated charging could significantly reduce problems with electrical demand. This huge potential for improving the efficiency of the grid by utilizing idle storage capacity in PHEVs can be unlocked through a bi-directional interface. The bidirectional charger will need to function smoothly in both directions. The battery pack of PHEV must be able to store energy from external charging as well as from regenerative braking and preferably be able to supply stored energy back to the utility if necessary. PHEV requires an AC outlet charging system for charging the battery. AC-DC converters are used in a number of applications such as power supply, household electric appliances, battery charger, etc [4][5][6]. Depending on the switching frequency they are classified as converters with low switching frequency and those with high switching frequency. Conventional uncontrolled rectifiers and line commutated phase controlled rectifiers so far have dominated the AC to DC power conversion. Such converters have inherent drawbacks such as harmonics in the input current and output voltage; low input power factor especially at low output voltage since these conventional rectifiers draw nonsinusoidal currents from the grid. Since power devices demand reactive power in addition to active power, a charger with low power factor increases burden on the utility system. On the other hand, harmonics have a negative effect in the operation of the electrical system and therefore, an increasing attention is paid to their mitigation and control. The problems due to harmonics in conventional rectifiers have resulted in the establishment of standards such as IEC 61000-3-2. Thus, a PHEV battery charger with a Power Factor Correction (PFC) based AC-DC converter is desirable [7],[8]. Voltage source converter or synchronous link converter is the best solution under such situation, which has both rectification and regeneration capability. The input current in these converters flows through the inductor which can be wave shaped with appropriate current

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mode control. These converters have high efficiency and inherent power quality improvement at the ac input and dc output. In this paper a three level ac-dc converter and bi-directional dc- dc converter have been implemented for a PHEV battery charger. In Fig. 1 the block diagram of the battery charger is shown. In section II. Analysis of the proposed battery charger in section III. Converter controller design in section IV. Battery charging technique are described in section V. Simulation and results are shown and finally in section VI conclusion.

Fig.2 bidirectional Buck-Boost, Buck and Boost converter B. DC-DC CONVERTER: The bidirectional dc-dc converter shown in Fig. 3 is used for the battery charging topology. There are two switches S1 and S2 and two diodes D1 and D2. When the battery is charged by the dc-dc converter, switch S1 and diode D2 conduct current alternately. The inductor current IL is positive in this case. When the battery is being discharged switch S2 and D1 conduct current alternately. During this time the inductor current IL is negative[9],[10].

Figure1. Block diagram of battery charger for plug-in hybrid electric vehicle II. ANALYSIS OF THE PROPOSED BATTERY
CHARGER

A. DC-DC Buck, Boost and Buck-Boost converter: In order to understand a Bidirectional Full bridge converter, it is important to study the Buck converter, Boost converter and Buck-Boost converter principle of operation before. Fig.2 illustrates different DC-DC converters: Boost operation: The current direction is from Vo to Vd and Vd < Vo. During the period that M2 is conducting, ton = DTs, inductor L is charged and when M2 is off (toff = Ts - ton ) inductance current will be discharged through M1. Fig. 2 shows the Boost converter scheme. Bidirectional Buck-Boost Operation: By combining two above converters a two quadrant converter is obtained that can operate bidirectional. From Vd to Vo in Buck and from Vo to Vd in Boost mode. Changing the position of L and M1 changes Buck-Boost converter to Boost-Buck converter and that is the only difference between the Buck-Boost and Boost-Buck converter. (It should be noted that bidirectional Buck-Boost converter topology is different from conventional unidirectional BuckBoost converter topology.

Figur.3 Bi-directional DC-DC converter

The model equations of the system are derived below. During the system equations when state switch S 1 is on and S2 is switched off, based on Kirchhoffs laws:

By inspection, when S1 is 'on' and S2 is 'off', the voltseconds passing through the inductor (L) is (Vin - Vout)ton (1)

When S1 is 'off' and S2 is 'on', the diode is conducting and the volt-seconds applied to inductor (L) is

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Vouttoff (2) (9) Applying the Kirchhoff's voltage law, the inductor is in series with the input voltage of the converter. The voltage across the capacitor is Vout. The input voltage is sum of inductor voltage and battery voltage (i.e, output voltage). u(t) = Vin + Vout = L + (10)

Hence to meet the volt-seconds equality on inductor(L) we get (Vin - Vout)ton = Vouttoff Therefore (3)

(4) Where ton/(ton+toff ) is defined as and thus above equation simplifies Vout = Vin (5) III. CONVERTER CONTROLLER DESIGN: This section focuses on the PI controller design of acdc converter and dc-dc converter. The ac-dc converter is connected to dc-dc converter whose output is connected to the battery such that it charges the battery when the state of charge of the battery goes below 85%. The dc-link voltage of the ac-dc converter is maintained at 500V. The primary objective is to regulate the dc bus voltage within a narrow band thus proportional integral (PI) controller is the obvious design as the voltage control loop need not be very fast in response. Fig. 4 shows the schematic of the voltage control design. Linear controller has been designed in the following section, which explains the choice of the values of Kp and Ki. Also in the later part of this section the PI controller for dc-dc converter is also designed with explanation of the choice of values of Kp and Ki for pulse charging technique.

= (11) And applying the Kirchhoffs current law to circuit in Fig 3. The source current is the sum of current passing through the capacitor and output current. (12) Where =

(13) From the state space model of the buck converter during switch S1 is on and switch S2 is off. When the output is voltage.

(14)

From above , During the Switch S1 is Off and S2 is On: The voltage across the inductor during S1 is off and S2 is on is(i.e, switch S1 is open and S2 is closed)shown in Fig.3 VL = -Vout Applying the Kirchhoffs voltage law to the circuit shown in Fig 3, sum of inductor voltage and output voltage is equal to zero. VL + Vout = 0 (15) L + =0 (16)

Figure 4. Control strategy for dc link voltage. During the Switch S1 On and S2 Off: The voltage across the inductor during S1 is on and S2 is off is (i.e, switch S2 is open and S1 is closed) VL = Vin - Vout (6) where Vin is the rectifier output voltage i.e, input voltage of the buck converter, and Vout is the output voltage of the converter i.e, input voltage of the battery. Let us consider current passing trough the inductor is x1(t), current passing through the capacitor is Ic , output voltage is x2(t) and input voltage of the converter is u(t) (in Fig .3). Voltage across the inductor is (8) Current Passing through the capacitor is

= (17) Applying the Kirchhoffs law to circuit, the current passing through inductor is the sum of current passing through capacitor and output current. x1(t) = Ic + Iout (18)

(19)

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(20) Where (21) (32) From the above equation we can get the transfer function the Buck Converter is given in for the current controller. The values of R, L and C will be substitute in the transfer function.

(31)

From above , During the battery voltage as a output total state space model of the buck converter is A = A1 + A2(1 - ) where A1=A2 Therefore A= B = B1 + B2(1 - ) Where , Therefore And therefore where C1=C2 Total state space model of the converter the voltage as a output is (22)

By using the Ziegler Nicholas method of tunning, the control parameters are K and i And from this transfer function we can get the values of Kp and Ki for the PI controller during constant current charging are respectively Kp= 0.1335 and Ki= 3 And the transfer function the Buck Converter is given in for the voltage controller is given by,

Similarly during the constant voltage charging we get, Kp= 2.160 and Ki= 3 [11-15]. IV. BATTERY CHARGING TECHNIQUE: As mentioned earlier the battery is charged by a dc-dc converter. The type of battery used for this system is Liion. The battery has a nominal voltage of 200 V and an initial state of charge (SOC) of 90 percent. The battery model used here is a detailed model available in Simulink block set. The battery with a voltage factor of 116% and nominal voltage of 200V has a fully charged voltage of 232V.
A.Constant Current Method:

(23) and That gives =A +B

(24) (25)

Initially the voltage across the battery is small, in that situation charging the battery with constant current than the voltage grows up in the battery. The battery charges at a constant current to a set voltage threshold (Stage 1 shown in Fig 5.).

y(t) = Cx(t) (26) Now take the Laplace transform sX(s) = AX(s) + BU(s) y(s) = CX(s) output y(s) = C[sI - A]-1BU(s)

(27) (28) (29)

Substituting the values of A,B and C U(s)

(30) The transfer function of the system with as output voltage is

Figure5: Charging stages of a battery

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B. Constant Voltage Method: As the battery saturates, the current drops and maintains voltage constant (Stage 2 in Fig 5). With increasing the voltage in battery the charging current would be decrease. As charging continuously the voltage would increase further, it may occur over voltage across the battery. Over voltage can be avoided with liming the voltage. C. Trickle Charging Method: After charging the battery 100%, the voltage and current both maintains constant for trickle charging. Trickle charging characteristics and self discharge of the battery (Stage 3). Batteries can be charged manually with a commercial power supply featuring voltage regulation and current limiting. Charging a 12-volt battery would require a voltage setting of 14.40V. The charge current for small lead-acid batteries should be set between 10% and 30% of the rated capacity. Observe the battery temperature, voltage and current during charge. Charge only at ambient temperatures and in a ventilated room. Once the battery is fully charged and the current has dropped to 3% of the rated current, the charge is completed. After full charge, remove the battery from the charger. If oat charge is needed for operational readiness, lower the charge voltage to about 13.50V. Most chargers perform this function automatically[16]. V.SIMULATION AND RESULTS
PSIM6.0 was used for simulating the converter-battery system. Simulation is used for verifying the battery charging control technique and the bi-directional characteristics of the converter. The input voltage at the ac side is 240V rms. The voltage source converter and dc-dc converter are bi-directional in nature.

In the first mode battery is charged through the bidirectional charger. Battery is charged by constant voltage, constant current methods. This procedure and simulation results are shown in above battery charging model. Mode-II: Now all battery power is provided from the grid. Also, sometimes battery power is needed to be discharged. During charging mode dc-ac inverter is operated as PWM ac-dc converter to obtain dc link voltage and battery is charged by bi-directional converter. On the other hand in case of discharge mode the power is followed through bi-directional dc-dc converter and the power which is followed by battery is given to grid by dc-ac inverter to grid. Simulation Result Bidirectional Battery Charger:

Fig.7. Battery voltage

Fig.8.Capacitor(C3)voltage

Fig.9. Battery current

Fig.6 simulation of the bi-directional charger The bi-directional charger operates in two modes: Mode-I:

Fig.10.Capacitor (C3) current

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International Conference on Energy and Electrical Drives, pp.49-54, Mar. 2009. [4] S. D. Jenkins, J. R. Rossmaier, and M. Ferdowsi, "Utilization and effect of plug-in hybrid electric vehicles in the United States power grid" in Proc. IEEE Vehicle Power and Propulsion Conference , pp. 1-5. Sept. 2008. [5] C. Guille and G. Gross, "Design of a Conceptual Framework for the V2G Implementation," in Proc. Energy 2030 Conference, pp.1-3, Nov. 2008. [6] B. Kramer, S. Chakraborty, and B. Kroposki, "A review of plug-in vehicles and vehicle-to-grid capability," in Proc. 34th Annual Conference of Industrial Electronics, pp.2278-2283, Nov. 2008. [7] Bor-Ren Lin, Der-Jan Chen, Hui-Ru Tsay, "Bidirectional AC/DC converter based on neutral point clamped," in Proc. IEEE International Symposium on Industrial Electronics, vol.1, pp.619-624, 2001. [8] Shijie Li and Yaohua Li, "Study and design considerations of three phase bi-directional AC/DC converter," in Proc. 2004 IEEE International Conference on Industrial Technology, vol.1, pp. 400407 Dec. 2004. [9] A Pandey, B Singh, and D.P Kothari, Comparative evaluation of single phase unity power factor ac-dc boost converter topologies, IE (I)-EL, vol. 85, pp. 102 109, Sept. 2004. [10] Muhammad H. Rashid, Power Electronics Handbook. California: Academic Press 2001. [11] J. Rodrguez, J. Dixon, J. Espinoza, J. Pontt and P. Lezana, PWM regenerative rectifiers: state of the art, IEEE Trans. Ind. Electron.,, vol. 52, no. 1, pp. 5 -22, Feb 2005. [12] Ned Mohan, Tore M. Undeland, and William P. Robbins, Power Electronics Converters, Applications, and Design. New York: John Wily & Sons, Inc. 1995. [13] R. K. Behera, T. V. Dixit, and S. P. Das, Analysis of experimental investigation of various carrier-based modulation schemes for three level neutral point clamped inverter-fed induction Motor Drive, in Proc. Of PEDES06, Delhi, India, pp. 16,Dec. 2006,. [14] Robert W. Erickson and Dragan Maksimovic, Fundamentals of Power Electronics. New Delhi, India: Springer 2006. [15] K.H Chao, P.Y. Chen, and C.H. Cheng, A three level converter with output voltage control for highspeed railway tractions, IEEE, IECON 2007, Conf., Indust. Elect. Soc., pp. 1793-1798, Nov. 2007. [16] C.C Hua and M.Y Lin, A study of charging method control of lead acid battery for electric vehicles, IEEE Proc. of Ind. Electron., vol. 1, pp.135-140.

Fig.11. DC link Capacitor (C2) Voltage

Fig.12.DC link Capacitor (C2) Current Simulation is used for verifying the battery charging control technique and the bi-directional characteristics of the converter. The input voltage at the ac side is 110V dc. The voltage source converter and dc-dc converter are bi-directional in nature. Fig.7and Fig.8 shows the battery voltage and capacitor voltage, Fig.9& Fig.10 shows the battery voltage and capacitor currents and Fig.11 & Fig.12 shows dc link voltage and current waveform which has given to ac grid through DC-AC three level inverter. VI.CONCLUSION: A battery charger for the plug-in hybrid vehicle has been simulated using a three level ac-dc and bidirectional dc-dc converter. The converter system connected to a single phase ac supply draws unity power factor from the grid which complies with the standard. And charging controller has been designed for the battery charging and vehicle to grid concept has been demonstrated in the simulation results. It has to manage the charging and the is charging of the battery, and must therefore provide several flexible adjustment functions (e.g., load voltage, charging current).and by this arrangement the power from the battery is transfer to grid. REFFERENCE: [1] Available at website: http://www.ieeeusa.org/policy/positions/PHEV0607. pdf [2] K. Clement, E. Haesen, and J. Driesen, "Coordinated charging of multiple plug-in hybrid electric vehicles in residential distribution grids," in Proc. IEEE Power Systems Conference and Exposition, pp.1- 7, Mar. 2009. [3] P. Kadurek, C. Ioakimidis, and P. Ferrao., "Electric Vehicles and their impact to the electric grid in isolated systems," in Proc. Power Engineering

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