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A Grid-Compatible Adaptive Charging Strategy for Bidirectional On-Board EV Chargers with SOC and Thermal Integration

Malleni Omkar

Malleni Omkar

  • Department of Electrical & Electronics Engineering, Jawaharlal Nehru Technological University AnantapurAnantapuramu, India
  • Department of Electrical & Electronics Engineering, Government Polytechnic AnantapurIndia
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Omkar, Malleni
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Vijaya Kumar M

Vijaya Kumar M

Department of Electrical & Electronics Engineering, Jawaharlal Nehru Technological University AnantapurAnantapuramu, India
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Kumar M, Vijaya
  
28. Aug. 2025
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Artikel-Kategorie: Research Paper
Online veröffentlicht: 28. Aug. 2025
Seitenbereich: 241 - 256
Eingereicht: 10. Juni 2025
Akzeptiert: 04. Aug. 2025
DOI: https://doi.org/10.2478/pead-2025-0017
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© 2025 Omkar Malleni et al., published by Sciendo
This work is licensed under the Creative Commons Attribution 4.0 International License.

Figure 1.

Block diagram of three-phase bidirectional on-board charger. PLL, phase-locked loop.
Block diagram of three-phase bidirectional on-board charger. PLL, phase-locked loop.

Figure 2.

Synchronous d-q frame model of a three-phase converter.
Synchronous d-q frame model of a three-phase converter.

Figure 3.

An adaptive charging controller block diagram. SOC, state of charge.
An adaptive charging controller block diagram. SOC, state of charge.

Figure 4.

Controller for the buck-boost DC–DC converter.
Controller for the buck-boost DC–DC converter.

Figure 5.

Flow chart for an adaptive controller. SOC, state of charge.
Flow chart for an adaptive controller. SOC, state of charge.

Figure 6.

Three-phase bidirectional on-board charger performance during G2V mode: (a) Grid voltage, (b) Grid current, (c) Battery voltage, (d) Battery current, (e) Battery SOC and (f) Charging power. G2V, grid-to-vehicle; SOC, state of charge.
Three-phase bidirectional on-board charger performance during G2V mode: (a) Grid voltage, (b) Grid current, (c) Battery voltage, (d) Battery current, (e) Battery SOC and (f) Charging power. G2V, grid-to-vehicle; SOC, state of charge.

Figure 7.

THD of grid current at different operating conditions in G2V mode: (a) at a grid inductance of Lg = 5 mH, (b) at a grid inductance of Lg = 4.5 mH, (c) at a grid inductance of Lg = 5.5 mH, (d) at a grid voltage of 370 V and (e) at a grid voltage of 460 V. G2V, grid-to-vehicle; THD, total harmonic distortion.
THD of grid current at different operating conditions in G2V mode: (a) at a grid inductance of Lg = 5 mH, (b) at a grid inductance of Lg = 4.5 mH, (c) at a grid inductance of Lg = 5.5 mH, (d) at a grid voltage of 370 V and (e) at a grid voltage of 460 V. G2V, grid-to-vehicle; THD, total harmonic distortion.

Figure 8.

Three-phase bidirectional on-board charger performance during V2G mode: (a) Grid voltage, (b) Grid current, (c) Battery voltage, (d) Battery current, (e) Battery SOC, and (f) Discharging power. SOC, state of charge.
Three-phase bidirectional on-board charger performance during V2G mode: (a) Grid voltage, (b) Grid current, (c) Battery voltage, (d) Battery current, (e) Battery SOC, and (f) Discharging power. SOC, state of charge.

Figure 9.

THD of grid current at different operating conditions in V2G mode: (a) at a grid inductance of Lg = 5 mH, (b) at a grid inductance of Lg = 4.5 mH, (c) at a grid inductance of Lg = 5.5 mH, (d) at a grid voltage of 370 V and (e) at a grid voltage of 460 V. THD, total harmonic distortion; V2G, vehicle-to-grid.
THD of grid current at different operating conditions in V2G mode: (a) at a grid inductance of Lg = 5 mH, (b) at a grid inductance of Lg = 4.5 mH, (c) at a grid inductance of Lg = 5.5 mH, (d) at a grid voltage of 370 V and (e) at a grid voltage of 460 V. THD, total harmonic distortion; V2G, vehicle-to-grid.

Comparative analysis of the proposed charging method to the existing charging methods_

Parameter Existing charging systems Proposed adaptive charging system Reference(s)
Charging mode Fixed CC/CV Adaptive CC–CV with SOC and temperature feedback Zdraveski et al. (2022), Etemesi et al. (2024) and Balasundar et al. (2021)
Charging power 7–10 kW 12 kW Sethuraman and Rudhramoorthy (2024), Rivera et al. (2021) and Pradhan et al. (2023)
Charging time (20%–80% SOC) 6.5–8 h 5 h (reduced by 30%) Hammerschmitt et al. (2024), Pradhan et al. (2023) and Rivera et al. (2021)
THD (grid current—G2V) 4%–5% 1.33% Balasundar et al. (2021) and IEEE Standards Association (2014)
THD (grid current—V2G) 4.5%–5% 1.7% Balasundar et al. (2021) and IEEE Standards Association (2014)
Control strategy Fixed PI control without real-time adaptation Adaptive controller with real-time SOC & temperature feedback Etemesi et al. (2024)
Thermal management Passive or external cooling-based cut-off Real-time thermal model with current derating Shahjalal et al. (2021)
Battery stress High during fast charging (no thermal limit) Reduced due to derating and smooth mode transitions Zdraveski et al. (2022) and Etemesi et al. (2024)
Grid compliance Limited harmonic mitigation Enhanced via LCL filter Han et al. (2020) and Balasundar et al. (2021)
Bidirectional operation (V2G) Limited or not supported Fully supported with control reversibility Bera et al. (2022)
Charging efficiency 88%–95% 98.3% Han et al. (2020) and Rivera et al. (2021)
Battery life span Degrades with uncontrolled fast charging Improved Pradhan et al. (2023) and Levek and Steffan (2019)

Parameters of the system_

Parameter Value
Grid voltage 325 V
Grid current 25 A
Grid frequency 50 Hz
Switching frequency 10 kHz
DC-link voltage 800 V
LCL filter inductance (each side) 5 mH
LCL filter capacitance 30 µF
DC link capacitance 5,600 µF

Battery specifications_

Parameter Value
Battery rated voltage 415 V
Maximum charging current 30 A
Rated capacity 50 kWh
Initial SOC 20%
SOC threshold (CC CV) 80%
Internal battery resistance 0.1 Ω
Temperature limit 45°C

Sensitivity analysis with parameter variation_

Parameter Variation THD (G2V) THD (V2G)
Lg (mH) 4.5–5.5 (±10% change in grid side inductance) 1.23%–1.51% 1.62%–2.1%
Grid voltage (V) 370–460 V (±10% change in grid voltage) 1.27%–1.48% 1.65%–1.92%
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