11 III March 2023

https://doi.org/10.22214/ijraset.2023.49663
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

Micro-grid with Vehicle-to-Grid Technology and

DC Quick Charging Architecture
Ms. P. Jyothi1, B. Dhanunjaya2, Ch. Venkateswara Rao3, V. Praveen4, S. Sunil5, P. Thrisha5
1
Assistant Professor, Department of EEE, Sree vahini institute of science and Technology Tiruvuru., NTR District., Andhra Pradesh,
India
2, 3, 4, 5, 6
UG scholar students Sree vahini institute of science and Technology, Tiruvuru., NTR District., AP, India

Abstract: Batteries from electric vehicles (EVs) can be used as potential energy storage systems in micro-grids. By storing energy
when there is an excess (grid-to-vehicle) and supplying energy back to the grid (vehicle-to-grid), they can aid in micro-grid
energy management. It is necessary to establish appropriate infrastructure and control mechanisms in order to implement this
idea. This study presents an architecture for level-3 EV quick charging in a Vehicle to Grid-Grid to Vehicle system on a micro-
grid. A DC rapid charging station is modelled as part of a test micro-grid system for connecting EVs. Vehicle to Grid-Grid to
Vehicle power transfer is demonstrated through simulation research. According to test results, EV batteries actively regulate
power in the micro-grid using Grid to Vehicle and Vehicle to Grid operating modes. The controller provides good dynamic
performance in terms of dc bus voltage stability, and the charging station design ensures minimal harmonic distortion of grid-
injected current.
Key words: grid-connected inverter, micro-grid, off-board charger, and DC quick charging in electric vehicles.

I. INTRODUCTION
A micro-essential grid's components include energy storage devices since they make it possible to include intermittent renewable
energy sources. When plugged in for charging, the batteries of electric vehicles (EVs) can be used as efficient storage devices in
micro-grids.
The majority of personal transportation vehicles are idle assets because they are often left parked for around 22 hours per day. By
storing excess energy (Grid-to-Vehicle) and returning it to the grid when it is needed, Electric Vehicles may be able to assist with
micro-grid energy management (Vehicle-to-Grid). Vehicle to Grid applied to the general power grid has some limitations, including
being difficult to control, requiring a significant number of Electric Vehicles, and being difficult to implement quickly [1]. In this
instance, a Vehicle to Grid system is simple to implement in a micro-grid.
Three charging levels for EVs are specified by the Society of Automotive Engineers. The on-board charger of the car is connected
through a connection to a typical household (120 V) outlet for level 1 charging. If you drive less than 60 kilometres per day and
have the entire night to charge, this is the slowest type of charging that you may use. In order to supply power at 220 V or 240 V
and up to 30 A, level 2 charging uses dedicated Electric Vehicle Supply Equipment (EVSE) at home or at a public station. DC fast
charging is another name for level 3 charging. DC fast charging stations cut the charging time to 20 to 30 minutes by offering
charging power of up to 90 kW at 200 or 450 V. Due to the quick power transfer needed when Electric Vehicles are used as energy
storage, DC quick charging is preferred for the implementation of a Vehicle to Grid architecture in micro-grids. The system can
incorporate renewable generating sources using the DC bus as well.
The Vehicle to Grid idea has been used in the general power grid in the majority of earlier studies for services including peak
shaving, valley filling, regulation, and spinning reserves [2]. A micro-grid facility's Vehicle to Grid development to handle power
generation from sporadic renewable energy sources is still in its early stages. In the majority of the works mentioned [3], level 1 and
level 2 ac charging are also used for Vehicle to Grid technology. The power rating of the on-board charger sets a restriction on these
AC charging solutions.
The distribution grid's lack of design for energy flow in both directions is another problem. In this case, research is required to
create technically sound charging station architectures that will support Vehicle to Grid technology in micro-grids. The solar
photovoltaic (PV) array is integrated into the micro-grid using the same DC bus that is used to interface electric vehicles. Using off-
board chargers, the proposed architecture enables high-power, bi-directional charging for Electric Vehicles. The effectiveness of the
suggested model is assessed using simulations in MATLAB and Simulink for both the Vehicle to Grid and Grid to Vehicles modes
of operation.

©IJRASET: All Rights are Reserved | SJ Impact Factor 7.538 | ISRA Journal Impact Factor 7.894 | 1425
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

II. DC QUICK CHARGING STATION CONFIGURATION FOR VEHICLE TO GRID

Figure 1 [4] depicts the layout for a DC rapid charging station to integrate Vehicle to Grid-Grid to Vehicle infrastructure in a micro-
grid. Off-board chargers are used to link EV batteries to the DC bus. The dc bus is connected to the utility grid by a grid-connected
inverter using an LCL filter and a step-up transformer. This is a description of the charging station's key components.

Type 3 chargers Grid connected inverter

S1 S3 S5 Transformer
Battery from EV1 Vdc
L L
Battery from EV2
Grid
S4 S6 S2 C
Battery from EV3
LCL filter
Battery from EV4

Fig.1: charging station for Electric vehicle with DC quick charging

A. Battery Charger Configuration

The chargers are off-board and placed in an EVSE for DC fast charging. The fundamental component of an off-board charger with
Vehicle to Grid functionality is a bidirectional dc-dc converter. It creates the connection between the DC distribution grid and the
EV battery system. Fig.2 shows the converter arrangement. Two IGBT or MOSFET switches are used, and they are always switched
on by complementary control signals.

Sbuc

Lbat
Vdc ibat
Sboost

Fig.2: Battery charging configuration for electric vehicle

1) Charging Mode (Buck Mode Operation): The converter acts as a buck converter by stepping down the input voltage to the
battery charging voltage when the upper switch ( ) is activated. Current passes through the switch and inductor to the
battery when it is turned on. This is the charging process, in which power is transferred from the grid to the car (G2V). When
the switch is closed, the circuit is completed by the current flowing back via the lower switch's inductor and diode. The battery
voltage can be calculated as follows if D is the higher switch's duty ratio:
Vbatt = Vdc *D (1)
2) Discharging Mode (Boost Mode Operation): The converter acts as a boost converter by stepping up the battery voltage (Y) to
the DC bus voltage while the lower switch (X) is in operation (Z). When the switch is in the on position, current flows via the
inductor, the anti-parallel diode of the upper switch, and the capacitor to complete the circuit. In this instance, the battery is
operating in discharge mode, and the net power flow is from the vehicle to the grid. The output voltage during boost mode of
operation can be calculated using the following formula if the capacitor is large enough to supply a constant dc voltage:
− (2)
where is the duty cycle of the lower switch.

B. Grid Connected Inverter with LCL Filter

The grid-connected inverter (GCI) allows the reverse flow of current through the anti-parallel diodes of the switches in each leg in
addition to converting the dc bus voltage into a three-phase ac voltage (Fig. 1). The output terminals of the inverter are linked to an
LCL filter for harmonic reduction and to produce pure sinusoidal voltage and current. This work's design process for working out
the LCL filter characteristics is derived from [4].

©IJRASET: All Rights are Reserved | SJ Impact Factor 7.538 | ISRA Journal Impact Factor 7.894 | 1426
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

III. CONTROL SYSTEM

A. Off-Board Charger Control
Fig.3 shows the implementation of a constant current control technique [5] employing PI controllers for charge and discharge
management of the battery charger circuit. In order to decide between charging and discharging modes of operation, the controller
must first compare the reference battery current with zero in order to identify the polarity of the current signal. The reference current
and measured current are compared after the mode has been chosen, and the error is then sent through a PI controller to produce the
switching pulses for Sbuck and Sboost. While charging and draining, Sboost and Sbuck will both be off.

B. Inverter Control
For the inverter controller, a cascade control in a synchronous reference frame is provided. Figure 4 [4] shows the standard delivery
vector control employing four PI controllers in a closed loop. Two outside voltage control loops and two inner current control loops
make up the control structure. Both the active ac current and the d-axis bus voltage are controlled by the inner loop of the d-axis.
Charge control
Ibatt ref
Vdqref Idref PI ud
comparator OR PI control Vd 2/Vdc grid
Ibatt_ref0 Discharge control Vdc Id wl
control
abc ma
PI Control Sbuck Vtd
Ibatt Vtq
Vbatt Vref Iq wl dq mb
Sboost PI control PI 2/VdcTo inverter
Vdc / VrmsPCC Iqref
control uq Vq switching circuit
mc

Fig.3: strategy of constant current control Fig.4: control system of inverter

Similar to this, the q-axis inner current loop adjusts the reactive current, which in turn regulates the ac voltage magnitude. To
improve system efficiency during transients, the dQ decoupling terms W and feed-forward voltage signals are also used.

Fig.5: configuration of the proposed micro-grid test system

IV. CONFIGURATION OF THE MICRO-GRID TEST SYSTEM

Figure 5 shows the configuration of the micro-grid test system with the DC quick charging station. The system's generation sources
provide a 50kW solar PV array and a 100 kW wind turbine (WT). The EV battery storage system involves four EV batteries
connected through off-board chargers to a 1.5 kV DC bus of the charging station. Using a boost converter with an MPPT controller,
the solar PV is additionally connected to this DC bus. A 25 kV distribution feeder and a 120 kV equivalent transmission system
make up the utility grid.
The micro-grid is connected to the doubly-fed induction generator powered by a wind turbine at the point of common coupling
(PCC). Transformers are used to increase the voltage and connect each AC system to the utility grid.

©IJRASET: All Rights are Reserved | SJ Impact Factor 7.538 | ISRA Journal Impact Factor 7.894 | 1427
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

V. SIMULATION RESULTS

Fig.6: Simulink diagram for vehicle to grid architecture

Fig.7: Control scheme diagram of simulink

The design for charging stations is based on [4], and the appendix contains the obtained parameter values. When the wind turbine is
running at its rated speed, it can produce 100 kW of power. The maximum power output of the solar PV system is 50 kW when
operating under standard test parameters (1000 W/m2 irradiance and 250C temperature). The 480 V ac bus is connected to a
resistive load rated at 150 kW. For unity of operation, the reactive current reference to Grid Connected Inverter is set to zero. The
EV batteries' initial state of charge (SOC) is 50%. The Vehicle to Grid-Grid to Vehicle power transfer is carried out by operating the
batteries of EV1 and EV2 (Fig. 1) once steady state conditions have been obtained. Table I displays the current set-points applied to
the battery charging circuits for the EV1 and EV2 batteries, and the outcome is shown in the following figures:
Range of Time(s) 0to1 1to4 4to6
set-points of Current to 0 +80 0
EV1battery(A)
set-points of Current to 0 0 -40
EV2battery(A)
Table.1: current set points for electric vehicle batteries
In figure 6 and 7 we can see the simulation circuit diagram for vehicle to grid technology and the control scheme diagram to control
charging and discharging of electric vehicle batteries. In Figs. 8 and 9, respectively, the battery parameters for EV1 running in
Vehicle to Grid mode and EV2 operating in Grid to Vehicle mode are displayed.
Voltage(V)
Current(A)
SOC(%)

Time(sec)
Fig.8: vehicle to grid operation of EV1 voltage, current and SOC

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

Voltage(V)
Current(A)
SOC(%)

Time(sec)
Fig.9: grid to vehicle operation of EV2 voltage, current and SOC
Power(KW)

Time(sec)
Fig.10: active power of components of the system
Voltage(V)

Time(sec)
Fig.11: variation in DC bus voltage

Fig. 10 shows the active power contribution from various system components. The grid's power adjusts to take into account the
electricity that EVs are transferring. The grid power from 1 to 4 is negative polarized, indicating that the car is feeding electricity
into the system. Grid power is supplied by the grid to charge the vehicle's battery, as evidenced by the change in polarity at 4
seconds. This exemplifies how the Vehicle to Grid-Grid to Vehicle process works. Also, the PCC's net power is zero, demonstrating
the system's ideal power balance. The inverter controller's outer voltage control loop, which is seen in Fig. 11, regulates the dc bus
voltage at 1500 V. This is accomplished through the inner current control loop, which is seen in Fig. 12, tracking the altered d-axis
reference current.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Current (pu) Volume 11 Issue III Mar 2023- Available at www.ijraset.com

Time(sec)
Fig.12: reference current tracking fig.13: total harmonic distortion of grid-injected current

Va
Ia
Grid voltage and current

Time(sec)
Fig.14: vehicle to grid and grid to vehicle operation of grid voltage and injected current

The grid-injected current is given to total harmonic distortion (THD) analysis, with the outcomes reported in Fig. 13. Harmonic
current distortion in power systems 69 kV and less is limited at 5% THD, in accordance with IEEE Std. 1547. Grid-injected current
has a THD of 2.31%, which is made possible by the LCL filter's smart design. Fig. 14 shows the grid voltage and current at PCC.
Voltage and current are in phase during Grid to Vehicle operation and 1800 out of phase during Vehicle to Grid operation indicating
the reverse power flow.

VI. CONCLUSION
This paper summarizes the model and design of a Vehicle to grid system in a micro-grid using a dc quick charge architecture. To
connect EVs to the micro-grid, a dc quick charge station with off-board chargers and a grid connected converter is proposed. The
power electronic interface's control mechanism enables two-way power transmission between EVs and the grid. According to the
simulation results, there is a flawless power transfer between EVs and the grid, and the EVs' grid-injected current meets all
necessary requirements.
The designed controller exhibits good dynamic performance in terms of tracking the modified active power reference and dc bus
voltage stability. In this study, active power regulation components of the micro-grid are considered. The developed Vehicle to Grid
system may also be used for reactive power management and frequency regulation, among other services. Additional study is
advised to design a supervisory controller that sends command signals to the various EV charging controllers.

VII. FUTURE SCOPE

1) Feedback system can be given to the control system by replacing the PI controllers with PID Controllers
2) Artificial neural networks, fuzzy logic controllers and Anfis controller scan be used for charging and discharging

©IJRASET: All Rights are Reserved | SJ Impact Factor 7.538 | ISRA Journal Impact Factor 7.894 | 1430
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

REFERENCES
[1] Shumei, L. Xiaofei, T. Dewen, Z. Qianfan, and S. Liwei, “The construction and simulation of V2G system in micro-grid,” in Proceedings of the International
Conference on Electrical Machines and Systems, ICEMS 2011, 2011, pp. 1–4.
[2] S. Han, S. Han, and K. Sezaki, “Development of an optimal vehicle-to-grid aggregator for frequency regulation,” IEEE Trans. Smart Grid, vol. 1, no. 1, pp. 65–
72, 2010.
[3] M. C. Kisacikoglu, M. Kesler, and L. M. Tolbert, “Single-phase on-board bidirectional PEV charger for V2G reactive power operation,” IEEE Trans. Smart
Grid, vol. 6, no. 2, pp. 767–775, 2015.
[4] A. Arancibia and K. Strunz, “Modeling of an electric vehicle charging station for fast DC charging,” in Proceedings of the IEEE International Electric Vehicle
Conference (IEVC), 2012, pp. 1–6.
[5] K. M. Tan, V. K. Ramachandra murthy, and J. Y. Yong, “Bidirectional battery charger for electric vehicle,” in 2014 IEEE Innovative Smart Grid Technologies -
Asia, ISGT ASIA 2014, 2014, pp. 406–411.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.538
Volume 11 Issue III Mar 2023- Available at www.ijraset.com

P.Jyothi obtained her Bachelor of Technology in Electrical and Electronics Engineering

in Bonam venkata chalamaih engineering college odalarevu, amalapuram, East
Godavari dist, completed Mtech through GATE in sree vahini institute of science and
technology, tiruvuru, Andhra Pradesh, India. Her areas of interest are power systems,
Electrical machines and linear integrated circuits.

B. Dhanunjaya obtained his Bachelor of Technology in Electrical and Electronics in sree

vahini institute of science and technology from JNTUK, Tiruvuru, Andhra Pradesh,
India. His areas of interests are Power Systems, Electrical utilization and traction,
Electrical Estimation.

Ch.Venkateswara rao obtained his Bachelor of Technology in Electrical and Electronics

in sree vahini institute of science and technology from JNTUK, Tiruvuru, Andhra
Pradesh, India. His areas of interests are power systems, Electrical machines and
Electrical drives.

V. Praveen obtained his Bachelor of Technology in Electrical and Electronics in sree

vahini institute of science and technology from JNTUK, Tiruvuru, Andhra Pradesh,
India. His areas of interests are Power Electronics, Electrical machines and control
systems.

S. Sunil obtained his Bachelor of Technology in Electrical and Electronics in sree

vahini institute of science and technology from JNTUK, Tiruvuru, Andhra Pradesh,
India. Hisareas of interests are Power Electronics, Electrical Distribution system and
power systems.

P. Thrisha obtained her Bachelor of Technology in Electrical and Electronics in sree

vahini institute of science and technology from JNTUK, Tiruvuru, Andhra Pradesh,
India. Her areas of interests are Power Electronics, Electrical Devices and circuits,
switch gear and protection.

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