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Modeling and Simulation of Three-Phase Bidirectional Electric Vehicle

Charger

Conference Paper · October 2021

DOI: 10.1109/GPECOM52585.2021.9587631

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 2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

Modeling and Simulation of Three-Phase

Bidirectional Electric Vehicle Charger
Gorkem Berk Sahinler Gokturk Poyrazoglu
Electrical & Electronics Engineering Electrical & Electronics Engineering
Ozyegin University Ozyegin University
Istanbul, Turkey Istanbul, Turkey
[email protected] [email protected]
2021 3rd Global Power, Energy and Communication Conference (GPECOM) | 978-1-6654-3512-3/21/$31.00 ©2021 IEEE | DOI: 10.1109/GPECOM52585.2021.9587631

Abstract — This paper aims to investigate how an electric

vehicle (EV) charger with a controller performs and affects the
EV battery, integrated into the grid. A bidirectional electric
vehicle charging system is designed and modeled in
MATLAB/Simulink to evaluate its functionality &
performance. The key questions of the study are how well the
charger interacts with the grid and its effects on the battery
voltage & current. The study is conducted via theoretical
analysis and simulation work. The power electronics control
Fig. 1. Diagram of the proposed bidirectional EV charger system
algorithm is investigated based on total harmonic distortion
(THD) analysis. Moreover, some methods for the design are
presented and evaluated regarding how to improve the II. DESIGN OF THREE-PHASE BIDIRECTIONAL CHARGER
performance of the overall electric vehicle charger station The proposed bidirectional EV charger system consists of
integrated into a dynamic grid.
two stages: a three-phase AC/DC PWM converter stage,
Keywords— electric vehicle charger, power converter, control mostly responsible for regulating DC link voltage, and a
system design, bi-directional charger, vehicle-to-grid DC/DC stage, enabling charging or discharging of the output
battery depending on the direction of power as shown in
I. INTRODUCTION Fig.1. In the case of the Grid-to-Vehicle (G2V) mode of
There is a significant development in the smart grid and operation, it is desired to charge the battery at a nominal
an increased interest in its functionality in recent years. The voltage of for example 500V in most cases; however, the
future of the smart grid involves a proper integration of charging voltage can sometimes be as low as 300V according
renewable or alternative energy systems into the electric to the state-of-charge (SOC). Hence an additional DC-DC
power grid, creating microgrids to increase reliability in the converter is required to step down or regulate the charging
case of disturbances or intermittence. Therefore, optimal voltage for the battery. In the Vehicle-to-Grid (V2G) mode of
applications are required to provide the exchange of power operation; however, power in the battery is extracted and send
between the grid and energy storage systems. An example of to the electricity grid [6].
an energy storage system would be EV batteries for the The values of components utilized in the proposed EV
proper functionality of the smart grid. Bidirectional EV charger model would be calculated according to relevant
chargers enable not only charging of the battery but also the equations. While designing LCL filters for AC-DC PWM
bidirectional power flow from the vehicle to the electricity converters, some constraints such as line current ripple, filter
size, switching ripple attenuation, etc, are required to be taken
grid providing reactive power support and reverse power for
into account. Parameters for the LCL filter can be determined
peak shaving. Transition to bidirectional EV chargers would based on system power rating [7-9]. The selection of the
enable a significant amount of control and flexibility for the power transistors for the bidirectional EV charger system is
power grid, allowing customers to use energy for their critical since it would affect the efficiency of the system as
households, vehicles, or even sending it back to the grid. It well. Parameters for the bidirectional DC/DC converter to be
also provides support for the electricity grid, balances energy modeled are also determined based on the design
demand, and smooths spikes due to rapid increases in the requirements, which might be allowable ripple values of
consumption of energy [1-6]. This study presents the design inductor current and capacitor voltage.
and modeling of a three-phase bidirectional EV charger, of The bidirectional charger would be operated at 5kW
which the performance is analyzed under various conditions power condition with a battery pack, having 500V rated
and harmonic contents are investigated. The charger would voltage, connected to the output. The single lithium-ion
be able to provide charging for EV batteries and supply power battery cells, with 3.7V nominal voltage and 3Ah rated
back to the power grid from the battery if required. This paper capacity, are utilized to create a battery pack. The system
also introduces some significant theoretical approaches parameters of the three-phase bidirectional EV charger
especially for control algorithms to be developed for the grid- modeled are given in Table I. There are three individual
connected three-phase bidirectional EV charger to be control systems to be designed for the bidirectional EV
modeled as well as valuable practical applications for charger: Phase Locked Loop (PLL), control algorithms for
modeling & simulation of the system. Charging and AC/DC PWM converter, and DC/DC synchronous converter.
discharging mode of operations are considered separately to PLL algorithm is responsible for achieving in-phase
design controllers for DC/DC synchronous converter of the operation keeping the reference angle equal to the actual
bidirectional EV charger circuit, as well. phase angle. Using the related equations and simplified loop
gain for the PLL system given in [10], the parameters of the

978-1-6654-3512-3/21/$31.00 ©2021 IEEE

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

TABLE I. SYSTEM PARAMETERS FOR THE THREE-PHASE

BIDIRECTIONAL EV CHARGER

Parameter Value
Phase voltage, Vs 230Vrms
Line frequency, fline 50Hz
Line inductane, Lg 10mH
Line internal resistance, Rg 0.5Ω
Converter side filter inductance, Li 1.6mH
Grid side filter inductance, Lgrid 1mH
Filter capacitance, Cf 300mF
Filter damping resistance, Rd 0.5Ω
DC link capacitance, C0 2mF
DC link voltage, Vdc 800V
Switching frequency for AC/DC PWM converter, fsw,ac 10kHz Fig. 2. Bode plot of the compensated open-loop for PLL system
Inductance of DC/DC converter, L 250µH
Internal resistance of inductance in DC/DC converter, RL 10mΩ
On state resistance of transistors in DC/DC converter, Rds,on 8mΩ
Rated power, Pout 5kW
Output battery voltage, V 500V
Switching frequency for DC/DC converter, fsw,dc 100kHz

PI controller for the PLL algorithm are calculated. In Fig. 2,

a bode plot of the compensated open-loop for the PLL
algorithm is given. The value of cross-over frequency of the
PLL system, fc,pll is determined as 1kHz from the
compensated open-loop bode plot.
Three-phase line current components can be reduced to
the two-phase in a rotating reference frame having constant
DC values via Clark-Park Transformation as in the case for
the source voltages [10]. One of these components is desired Fig. 3. Bode plot of the closed decoupled current loop for the AC/DC part
to be a real DC component (iqe), which represents the of the charger
magnitude of the line current whereas the other one (ide) is
intended to be kept as zero. Using the design parameters
obtained from the related loop gain equations in [10],
controller parameters would be determined. The bode plot of
the closed current loop designed with the calculated PI
controller parameters is shown in Fig. 3. According to the
closed current loop bode plot, -3dB bandwidth, fn is measured
as 2.14 kHz.
DC link capacitor, responsible for voltage regulation and
creating interface between the AC/DC PWM converter and
the DC/DC synchronous converter, is desired to be controlled
in addition to the decouple current control algorithms to reject
possible variations that could occur at the DC bus due to some
perturbations and dynamic changes for the EV charger
system. Using the corresponding transfer function equations
derived [10] and the parameters for the EV charger system Fig. 4. Bode plot of the open voltage loop for AC/DC part of the charger
shown in Table I, the controller parameters for the outer
voltage loop could also be determined. The bode plot of the the battery pack to the DC bus capacitor. For simplicity, the
open voltage loop with relevant design parameters is given in load side can be assumed as only a DC bus capacitor with this
Fig. 4. Also, the cross-over frequency of the voltage loop, mode of operation so nearly no-load condition is considered
(fc,dc) is determined as 438 Hz from the open outer voltage with a large load resistance of 1 MΩ while designing control
loop bode plot. loops for the boost mode operation.
When the bi-directional EV charger performs G2V In general, the cross-over frequency of the current loop is
operation, the DC-DC converter operates in buck-mode. The desired to be 1/10 of the switching frequency, so the cut-off
load is a battery bank with a nominal power of 5kW (having frequency for the inner loop (fci) would be 10kHz. For buck
500V, 10A ratings). For simplicity, the load is modeled as an mode of operation of the DC/DC converter, the compensated
equivalent resistance of 50Ω for the battery. When the bi- open-loop bode plot of the inner current control system is
directional EV charger performs V2G operation, the DC-DC shown in Fig. 5. As mentioned the cross-over frequency of 10
converter operates in boost-mode that the power flows from kHz and a phase margin value of 53˚ is achieved for the case
of 5kW power rating according to the compensated current

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

Fig. 7. Bode plot of compensated open outer voltage loop for buck mode
Fig. 5. Compensated open-loop bode plot of inner current control system operation for DC/DC part of the system
for buck mode operation for DC/DC part of the system

Fig. 8. Bode plot of compensated open outer voltage loop for boost mode
Fig. 6. Compensated open loop bode plot of the inner current control
operation for DC/DC part of the system
system for boost mode operation for DC/DC part of the system
loop gain. Moreover, the loop gain for the power rating value 1kHz with a phase margin of 72˚ is obtained based on the
of 500W is also given in the same figure to show the stability compensated voltage loop gain.
of the current control loop, that is how much the variation on
the system would affect the loop gain. The loop gain has a III. MODELING OF THREE-PHASE BIDIRECTIONAL CHARGER IN
cross-over frequency of 10 kHz and a phase margin value of MATLAB/SIMULINK
46˚ for the nominal operating condition according to the The model of the proposed three-phase grid-connected
compensated current loop gain. The open current loop bode bidirectional EV charger circuit can be developed with the
plot for boost mode of operation of the DC/DC converter is corresponding control algorithms using MATLAB/Simulink.
also shown in Fig. 6. The EV charger model to be simulated consists of four parts:
A voltage loop is usually designed around the inner • Three-phase AC/DC PWM converter
current loop to regulate the output voltage of the converter as • Synchronous DC/DC converter
well. For outer voltage loop design, the cross-over frequency • Control system for AC/DC converter
of the voltage loop is usually selected as one-tenth of that for • Control system for DC/DC converter
the current one to prevent undesired interferences between
the control loops and guarantee stability so the cut-off The complete EV charger system model as constructed in
frequency for the outer loop (fcv) is calculated as 1kHz. Simulink is shown in Fig. 9. The DC bus capacitor with the
The bode plot of compensated open outer voltage loop is related value is inserted between the models of AC/DC and
also given in Fig. 7 for buck mode of operation of the DC/DC
converter. According to the bode plot, the compensated
voltage loop gain has a cross-over frequency value of 1kHz
and a phase margin value of 76˚ as expected. For boost mode
of operation, the bode plot of the voltage loop can also be
constructed assuming that the output side has only a DC bus
capacitor as mentioned already. In addition, the battery side
would be considered as input of the converter due to the
direction of power flow reversed according to the case of buck
operation. The open voltage loop bode plot for boost mode of
operation is shown in Fig. 8. The cross-over frequency of Fig. 9. Model of the complete EV charger system

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

mode) and it becomes vice versa (V2G or discharging mode)

when it is ”0”. Therefore charging/discharging operation can
be controlled by the switch manually.
The model of the AC/DC PWM converter constructed in
Simulink is given in Fig. 10. The circuit consists of six
IGBT/Diode components, having corresponding internal
losses. Also, the LCL filter is modeled for the AC/DC
converter.
The Simulink model for the bidirectional DC/DC
converter, which is the other part of the proposed EV charger
system also be investigated. The related DC/DC converter
Fig. 10. Model of three-phase AC/DC PWM converter model is shown in Fig. 11. It includes two MOSFET/Diode
components, providing a synchronous operation. Moreover,
the converter can operate in buck or boost mode depending
on the pattern of the gate signals applied to the transistors.
The PLL algorithm would be implemented with the
corresponding design parameters in the Simulink
environment. The model of the PLL system, for which the
imaginary (d) component of the phase voltages in the rotating
reference frame, is used as a reference, is shown in Fig. 12. It
can be noticed that the value of angular line frequency is
Fig. 11. Bidirectional DC/DC converter model added as a feedforward into the loop as well.
The complete control algorithm for a three-phase
bidirectional AC/DC PWM converter in Simulink is given in
Fig. 13. The control system consists of decoupling current
compensators for both “q” & “d” components of the line
current, forming the inner current loop, and DC bus voltage
controller, creating the outer voltage loop. Also, the sampling
delay for the current loop is considered while determining the
design parameters of the inner control system given in [10]
so blocks for sampling delay for “q” & “d” components of
the measured phase currents are inserted into the model. For
Fig. 12. The model of PLL system
the activation of the inverter mode of operation, a saturation
DC/DC converters, providing regulation for the EV charger. block, forcing the output of the voltage PI controller to be
The system is connected to a three-phase grid, modeled with some negative value, is included for the DC link voltage
three single-phase voltage sources. The battery model is controller as well. Three-phase reference voltage waves are
selected as a Li-ion type since it can provide higher efficiency formed via inverse Clark-Park transformation, converting the
and has a larger specific power value compared to the other voltage components in the rotating reference frame to those
chemistries. Also, a switch is inserted into the model, in a three-phase system and included for the model as well.
indicating the change in the operation mode of the three- After obtaining modulation signals, resultant waveforms for
phase EV charger. When it is ”1”, direction of the power flow modulation are created inserting the block of zero-sequence
would become from the grid to the battery (G2V or charging injection into the model of the control system, which is

Fig. 13. Complete control algorithm for three phase bidirectional AC/DC PWM converter

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

Fig. 14. Control algorithm for the DC/DC converter

proposed to increase the linearity range of modulation index

for the related signals.
The closed-loop control of the DC/DC part of the three-
phase bidirectional EV charger model is managed by a two-
loop control system, having an outer voltage loop that Fig. 15. Battery voltage and inductor current in steady-state condition in
G2V mode
regulates the battery voltage or DC bus voltage depending on
the mode of operation for the synchronous DC/DC converter
and inner current loop that is responsible for tracking the
reference value for inductor current. The control algorithm
for the DC/DC converter would be implemented in Simulink
as shown in Fig. 14. There are two subsystems inserted into
the model for current and voltage controllers, which can be
activated for buck mode or boost mode operations. For the
rectifier mode of operation; G2V of the EV charger model,
the bidirectional DC/DC converter acts as a buck type so the
output voltage can be considered as the battery voltage, which
is desired to be sensed and regulated in the two-loop control Fig. 16. DC bus voltage in steady-state G2V mode
system. On the other hand, the synchronous DC/DC converter
would operate in boost mode, for which the power flow rated conditions of 500V & 5kW, the steady-state
becomes from the battery side to the DC link, when the three- performance of the system would be analyzed too. The
phase charger system is in the inverter mode of operation. waveforms of battery voltage and inductor current in steady-
Therefore, the output voltage could be regarded as the DC bus state are shown in Fig. 17 for the V2G mode of operation. It
voltage, which is regulated in the control system for the can be seen from the figure that the value of the inductor
DC/DC part of the EV charger model for this mode of current is negative since the direction of power flow for the
operation. Furthermore, the sensed voltage for the inductor three-phase bidirectional EV charger model is reversed in the
current (vs) is used as a measured value for the current inverter mode of operation. The peak-to-peak value of the
controller. inductor current (∆iL) is measured as 3.7A as in the case of
G2V mode.
IV. SIMULATION RESULTS & ANALYSIS The system performance is also evaluated under DC bus
The simulation work for the three-phase bi-directional EV reference voltage variation for both G2V and V2G mode of
charger, of which the model is presented in the previous operations for the rated power condition (5kW & 500V). The
section is performed under various operating conditions like closed-loop performance for the EV charger model would be
steady-state, load transient, and DC bus variation. analyzed with DC bus reference voltage variation for the
rectifier mode of operation. The response of the DC link
A. Analysis of Closed-Loop System Performance voltage with step change of 1.2V in reference value is given
The EV charger system modeled with the relevant in Fig. 18. The reference voltage value for the DC bus is
controller blocks, creating a closed-loop system, can be
evaluated via some simulation study. The system can be
analyzed under steady-state conditions for both G2V and
V2G modes of operations. While the EV charger model is
operating at rated conditions (500V, 5kW), the steady-state
performance of the system is evaluated. The waveforms of
the battery voltage and inductor current in steady-state are
shown in Fig. 15 for the rectifier mode of operation. The
peak-to-peak value of output battery voltage (∆V) is
measured as 250mV. Also, that the inductor current (∆iL) is
determined as 3.7A. The graph of DC bus voltage, which can
track the reference value of 800V successfully in a steady-
state, is given in Fig. 16. The ripple value of the DC link
voltage, which is less than 150mV, depending on the DC bus
capacitance value, is also very small. While the EV charger
model could operate in the inverter mode of operation with Fig. 17. Battery voltage and inductor current in steady-state V2G mode

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

Fig. 18. Response of DC link voltage with step change of 1.2V in reference Fig. 20. Response of DC link voltage with step change of 1.2V in reference
value in G2V mode value in V2G mode

increased by 1.2V at the time t = 0.075s and the variation of

DC-link voltage reaches up to 3.8 V before being set to the
new reference value. The performance of the three-phase
bidirectional EV charger can be evaluated with DC bus
reference voltage variation for the inverter mode of operation
too. The waveforms showing the responses of the battery
voltage and inductor current with the deviation of DC bus
reference voltage are given in Fig. 19 for V2G mode of
operation. At the time t = 0.015s the reference value of DC
bus voltage is increased by 1.2V. The corresponding
variations in battery voltage and inductor current are
determined as 1.3V and 30A respectively. The step response
of DC bus voltage variation would also be analyzed for the
inverter mode of operation. The waveform for the response
of DC-link voltage with step change of 1.2V in reference
value is shown in Fig. 20. The reference value of DC bus Fig. 21. Battery voltage and inductor current with load current variation of
6.6A in G2V mode
voltage is decreased by 1.2V at the time t = 0.015s and the
maximum value of the variation of DC link voltage is before the average value of the inductor current decreases to
measured as 1.4 V before being set to the new reference around 3.3A.
value. Hence, the verification of the closed-loop performance of
The closed-loop system performance and functionality the implemented system is done under various operating
for the EV charger model would be analyzed with a load conditions in simulation work so it is concluded that the
transient of 6.6A for rated operating conditions (500V, 5kW) control algorithms provide tight current regulation and over-
in the rectifier mode, as well. The effect of perturbation in the current protection in addition to the control of DC-link
load current of the charger can create some deviations in the voltage or battery voltage for the AC/DC PWM converter &
line & inductor currents and battery voltage. The waveforms DC-DC synchronous converter models. Therefore, the
for responses of the battery voltage and inductor current with obtained simulation results show that the two-loop control
the deviation of load current are given in Fig. 21. At the time systems can achieve a desired closed-loop performance for
t = 0.045s, load current with 6.6A is injected into the battery the EV charger system.
side of the bidirectional charger system, operating in G2V
B. Analysis of Harmonic Contents
mode. From the simulation result, the value of change in the
battery voltage is determined as nearly 5V. Moreover, a small The connection of power electronics converters to the
variation can be observed in the inductor current at only the electricity power grid can cause some harmonics to be
time instant, at which the load current is applied externally observed in the line current. Harmonics could be generated
due to nonlinear loads or switching transistors in power
systems. The three-phase bidirectional EV charger model
creates some harmonics content for line current since it is
connected to the grid as well.
The obtained simulation results related to harmonic
analysis, including THD values of line currents and
corresponding ripples observed in battery voltage & current,
for steady-state conditions with various battery voltage
values are summarized as given in Table II for both charging
and discharging mode of operations of the three-phase
charger model. According to the table, it can be concluded
that line current waveform gets more distorted as the charging
voltage value (or total power of the three-phase system)
decreases. Moreover, it can be noticed that more distortions
are observed for the waveform of line current when the
Fig. 19. Battery voltage and inductor current with DC bus voltage variation
of 1.2V in V2G mode
bidirectional EV charger model operates in the inverter mode

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2021 3rd Global Power, Energy and Communication Conference (IEEE GPECOM2021), October 5-8, 2021, Online Conference

TABLE II. SIMULATION RESULTS RELATED TO HARMONIC REFERENCES

ANALYSIS FOR STEADY-STATE CONDITIONS OF EV CHARGER
MODEL [1] M. Yilmaz and P. T. Krein, “Review of Battery Charger Topologies,
Charging Power Levels, and Infrastructure for Plug-In Electric and
G2V Mode V2G Mode Hybrid Vehicles,” IEEE Transactions on Power Electronics, vol. 28,
Battery voltage 500V 400V 300V 500V 373V no. 5, pp. 2151–2169, May 2013.
THD of line [2] A. Emadi, Advanced Electric Drive Vehicles. Boca Raton, FL, USA:
3.02% 3.35% 4.52% 5.73% 5.73%
current Taylor and Francis, an imprint of CRC Press, 2015.
Ripple of battery [3] H. Abu-Rub, M. Malinowski, and K. Al-Haddad, Power Electronics
250mV 276mV 261mV 9mV 10mV
voltage for Renewable Energy Systems, Transportation, and Industrial
Ripple of battery Applications. Chichester, West Sussex, United Kingdom: Wiley/IEEE,
1.66A 1.93A 1.82A 53mA 31mA
current 2014.
[4] G. Abad, “Electric and Hybrid Vehicles,” in Power Electronics and
compared to those in G2V mode of operation since current is Electric Drives for Traction Applications. Chichester, West Sussex,
injected into the power grid in V2G mode, for which power United Kingdom: Wiley, 2017.
flow is achieved from the DC battery to AC line, causing [5] A. Khaligh and M. D'Antonio, “Global Trends in High-Power On-
Board Chargers for Electric Vehicles,” IEEE Transactions on
some additional harmonic waves to generate in grid side. It Vehicular Technology, vol. 68, no. 4, pp. 3306–3324, Apr. 2019.
can also be concluded that the ripple values for both EV [6] J. Gallardo-Lozano, M. I. Milanés-Montero, M. A. Guerrero-Martínez,
battery voltage & current usually tend to increase as line and E. Romero-Cadaval, “Three-Phase Bidirectional Battery Charger
currents get more distorted for the three-phase bidirectional for Smart Electric Vehicles,” in 2011 7th International Conference-
Workshop Compatibility and Power Electronics (CPE), Tallinn,
EV charger model, operating in G2V mode, according to the Estonia, Jun. 1-3, 2011.
simulation results as expected. For the V2G mode of
[7] M. N. Mustafa, “Design of a grid-connected photovoltaic power
operation of the EV charger system, it can be noticed that the electronic converter,” Master’s thesis, Universitet i Tromsø, Tromsø,
battery voltage and current waveforms do not be affected by Norway, June 2017.
the distortions observed in the grid side significantly based [8] E. H. Bayoumi, “Design of Three-Phase LCL-Filter for Grid-
on the simulation results since the battery supplies some Connected PWM Voltage Source Inverter Using Bacteria Foraging
Optimization,” Electricity Distribution Energy Systems, pp. 199–219,
power to the electricity grid by discharging instead of Mar. 2016.
accepting current, not influenced by line current harmonics [9] A. Arancibia and K. Strunz, “Modeling of an electric vehicle charging
much unlike the case of the rectifier mode of operation. station for fast DC charging,” in 2012 IEEE International Electric
Vehicle Conference, Greenville, SC, USA, Mar. 4-8, 2012.
V. CONCLUSION [10] G. B. Sahinler and G. Poyrazoglu, “V2G Applicable Electric Vehicle
Chargers, Power Converters & Their Controllers: A Review,” in 2020
A three-phase grid-connected bidirectional EV charger 2nd Global Power, Energy and Communication Conference
model is proposed, designed, and simulated to provide both (GPECOM), Ephesus, Izmir, Turkey, Oct. 20-23, 2020.
charging of vehicle battery in G2V mode and reactive power
support or reverse power for the electricity grid in V2G mode
in this paper. The system consists of two stages, one of which
is AC/DC PWM converter responsible for the conversion
between AC grid voltage & DC link voltage and the other is
synchronous DC/DC converter, able to operate a buck or
boost converter. LCL filter is also added to the grid side of
the model to suppress some undesired harmonics generated
due to switching operations. Design considerations of the EV
charger system are discussed for both AC/DC and DC/DC
parts, pointing out the selection of components and the
development of control algorithms to form two-loop control
systems. Then the proposed bidirectional EV charger system
is implemented with the corresponding control algorithms,
proposed for both the AC/DC and DC/DC parts, in
MATLAB/Simulink environment. The model is also
developed in such a way that it can operate in the inverter
mode in addition to the traditional G2V mode. Simulation
work of the developed EV charger model is performed in
Simulink to evaluate the closed-loop performance and
harmonic distortion of the complete system. It is observed
that while the bidirectional charger model can provide a
stable operation for various conditions, it may have a line
current THD value larger than 5% especially for the inverter
mode of operation, which is not in compliance with the
related grid connection standards. Hence, there would be a
need for some improvements of the LCL filter in the future to
achieve fewer harmonic distortions for all operating
conditions corresponding to the charger model.

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