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Simultaneous active power filter and G2V (or V2G) operation of EV on-board
power electronics

Conference Paper · November 2013

DOI: 10.1109/IECON.2013.6699891

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 INTEGRATED BIDIRECTIONAL SINGLE-PHASE VEHICLE-TO-GRID
INTERFACE WITH ACTIVE POWER FILTER CAPABILITY
Márcio C. B. P. Rodrigues1,2, Igor Souza1, André A. Ferreira1, Pedro G. Barbosa1, Henrique A. C. Braga1
1
Federal University of Juiz de Fora, Brazil; 2Federal Institute of Educ., Science and Tech. of Southeast of Minas Gerais, Brazil
[email protected]; [email protected]

Abstract – This work proposes and describes the

integration of a bidirectional grid interface, capable to
simultaneously operate as an active power filter and a L dc-link Electric
+
battery charger (or a power generator), to the on-board voltage C Motor

power electronics of an electric vehicle. The integration of Battery

Pack
+

additional functions to electric vehicles is a very desirable -

feature, since it can result on cost reduction (in

Bidirectional buck/boost Three-Phase
comparison to the separated implementation of the dc-to-dc converter Voltage Source Inverter
integrated functions). Simulation results based on a Figure 1 – Typical power electronics circuitry of an EV powertrain.
small-scale system provide evidence of the feasibility of
the proposed concepts. Table 1
Examples of commercial EVs powertrain specifications
Keywords – vehicle-to-grid; grid-to-vehicle; active Toyota Nissan
power filter; advanced electric vehicle battery charger; Model Prius Leaf
smart grids. (2012) (2011)

Classification PHEV BEV

I. INTRODUCTION
Chemistry Lithium ion
Battery Voltage 345,6 V 360 V
Capacity 4,4 kWh 24 kWh
The unsustainable current transportation system is dc link voltage 200 V – 650 V 240 V – 403 V
intimately related to environmental and climate change Type Permanent-magnet synchronous
issues [1], [2]. The emissions of some greenhouse gases, Motor
Rated Power 60 kW 80 kW
such as carbon dioxide, due to the road transport vehicles
(automobiles, buses, trucks, etc.) can be greater than the ones Additional tasks, different from traction, can be performed
related to the whole industry sector, as recently registered in by the power electronics converters that constitute the
São Paulo State, Brazil [3]. In this context, the gradual powertrain of battery and plug-in hybrid electric vehicles,
replacement of the current internal combustion engine particularly in the cases where the vehicle is connected to the
vehicles by electric vehicles (EVs) comes up as being an utility grid. With few modifications on the EV power
important factor to the improvement of urban centers electronics circuitry it is possible to integrate functions such
environmental conditions, since it enables the reduction of as battery charging (or grid-to-vehicle, G2V) [12], electric
emissions of atmospheric pollutants harmful to human power generation (vehicle-to-grid, V2G) [6], [13], [14], and
health. Moreover, it contributes to drastic reductions on reactive power compensation [15], [16].
global oil dependence and more efficient use of available Integrated on-board EV battery chargers with power factor
energy sources [1], [4], [5]. correction have been recently proposed in literature and are
An electric vehicle can be defined as a vehicle in which usually associated to overnight or opportunity charge [17],
partial or entire propulsion power is electrically provided [6]. [18], [19], [20], [21], [10]. Regarding the V2G operation
Battery electric vehicles (BEVs or merely EVs, as it is many mode, the use of EV on-board energy storage system is an
times referred), hybrid electric vehicles (HEVs), plug-in interesting application in smart microgrids, where the EV
hybrid electric vehicles (PHEVs), among others, are covered works together with renewable energy sources, such as
by this definition. An electric vehicle which has the photovoltaic (PV) and wind, which have an intermittent
possibility of connection to the utility grid, such as a BEV or nature [22]. In this case, the EVs complement the power
a PHEV, is usually named grid-enabled vehicle (GEV) [7]. generation in order to supply demanded load in periods of
Despite of the model diversity seen on EV manufacturing of insufficient power generated by renewable sources or during
nowadays, the power electronics portion of their powertrain peak demand periods [6], [12]. Moreover, the V2G operation
is quite similar. Its typical configuration, as depicted in mode is especially interesting in the context of smart grids,
Figure 1, is composed by a bidirectional dc-to-dc converter where power generation and battery pack recharge could be
(which is part of the energy storage system, ESS), connected coordinated by system operator [6], [13], [15]. Grid ancillary
to a voltage source inverter (VSI, responsible to drive the services, such as reactive power support, integrated to
electric motor driver) [8], [9]. Power levels and bidirectional (advanced) EV chargers have been recently
specifications of the on-board power electronics of the proposed too [16], [23], [24], [25]. The integration of these
powertrain of some commercial EVs are presented in Table 1 additional functions to an electric vehicle is a very desirable
[8], [10], [11]. feature, since it can result on cost reduction (in comparison

978-1-4799-0272-9/13/$31.00 ©2013 IEEE 993

to the separated implementation of the integrated functions) This paper is focused on the autonomous power
[26] and revenue to the owner of the vehicle by providing conditioning mode and proposes the corrective reduction of
ancillary services to the electric power system [13], [14]. harmonic currents and reactive power compensation in a
Moreover, these additional functions can spur market small-scale single-phase electricity network by means of the
penetration of EVs and PHEVs and promote the integration integration of a bidirectional grid interface, capable to
of transportation and electricity sectors, that would operate simultaneously operate as an active power filter (APF) and a
on a more efficient, reliable and sustainable way [1], [6], battery charger (or distributed generator), into a kart-cross
[12]. powertrain.
Other interesting additional task that can be integrated to The integration of the active power filter operation mode
the electric vehicle on-board power electronics is the power into an EV power electronics has been introduced by the
conditioning of low voltage electrical installations. Two authors in [27], [28], and this paper complements the
possible power conditioning operational modes of electric proposed concept since it describes the simultaneous
vehicles are here defined: the autonomous mode and the operation of an electric vehicle as a power conditioner and a
cooperative mode, which are conceptually illustrated in battery charger (G2V) or a power generator (V2G). Section
Figure 2. In the autonomous mode only one EV operates as II brings details regarding the integration of the proposed of
an active power filter and supplies the reactive power and bidirectional grid interface into a typical EV power
current harmonic components of the loads of an electricity electronics and its application to a single-phase network. A
installation, as proposed in [27], [28]. On other hand, in the case study, presented and discussed in Section III, brings the
cooperative mode, two or more EVs act on the distributed validation of the proposed concept, by means of computer
compensation of the reactive power and current harmonic simulations, regarding the operation of a kart-cross as a
components of certain electricity network. In this case, each power conditioner (with simultaneous G2V or V2G
EV operational characteristics (available charge power, operation) of a selected load setup (that emulates a small-
required reactive power compensation and the current scale single-phase electricity installation). Conclusions are
harmonic components to be filtered) are defined by a local presented in Section IV, which is followed by authors
V2G manager, which can operate, under a smart grid context, acknowledgments and the references cited in this paper. A
in coordination with an independent system operator (ISO) or similar version of this paper, for a different case study, based
aggregator. This operation mode is applied on parking lots of on the application of an EV on power conditioning of a full-
commercial and business buildings, malls and industries, scale hypothetical single-phase electricity network can be
which have electricity installations with large concentration found in [29].
of non-linear and/or reactive loads, and configures a genuine
flexible power conditioning system. II. INTEGRATION OF PROPOSED BIDIRECTIONAL
Utility Grid GRID INTERFACE WITH APF CAPABILITY USING EV
POWER ELECTRONIC CIRCUITS
i inst iS The interface between an EV and the utility grid is
performed by means of a battery charger. It is responsible to
iEV draw energy from the grid and properly store it in the EV on-
board battery pack. Bidirectional (advanced) chargers are
able to perform V2G operation and grid ancillary services in
Electrical Installation
(linear and non-linear loads)
addition to the battery charging. On-board EV battery
Electric Vehicle chargers can be integrated to the electric vehicle powertrain
(a) circuitry in order to reduce costs and weight/volume [10]. A
common characteristic to the most of the integrated EV
Local V2G battery chargers that have been reported in literature is that
Management the power demanded for a battery pack charge is obtained by
Utility Grid means of the drawing of a sinusoidal current from the utility
grid (high power factor operation) [10]. Nevertheless, the EV
i inst iS battery charge does not have to be performed this way. In
fact, it would be very interesting if the ac current (drawn
iEVs from the grid) could carry not only the energy to be stored,
but also the harmonic and reactive content needed for the
OIS
iEV1 iEV2 iEVn compensation of the loads of the electrical installation in
which the EV is connected to be charged. Thus, the whole
Electrical Installation electrical installation would behave as linear resistive load
(linear and non-linear loads)
(unity power factor) in the ideal scenario. Similar operation
can be achieved for the V2G mode (in this case, the active
Electric Vehicles power flows from the vehicle battery pack to the utility
(b) grid).These kind of operation modes of an EV would be
Figure 2 – Proposed power conditioning operational modes of EVs. particularly attractive in the presence of a more harmonic-
(a) Autonomous mode; (b) Cooperative mode. restrictive legislation and if smart power meters, capable to

994
perform reactive and harmonics measurements, among other utility grid. Two switches (contactors or solid state relays)
functions, were used in residences. are added to the EV circuitry in order to disconnect the
For this purpose, few modifications are needed to be made electric motor (avoiding unwanted transferred torque while
in the power electronics circuitry of an EV powertrain in the vehicle is plugged-in) and to guarantee a safe grid
order to integrate a grid interface capable to simultaneously connection of the EV. Also, a filter inductor, which is part of
perform the battery charging (or power generation) and vehicle-to-grid interface (APF output branch filter), is added
active power filter functions. The application of the structure to the electric vehicle supply equipment (EVSE) in order to
proposed in this paper to a residential electrical installation is eliminate unnecessary extra on-board weight. The
depicted in Figure 3, where control and gate-drive circuits measurements of the line current, is, and line voltage, vs, that
are omitted for a cleaner visualization. The EV is connected are required due to the control strategy adopted in this work
to the point of common coupling between the utility grid and (described in the next paragraph) must be made by some kind
the residential electricity network, right to the output branch of transducer (e.g., a Hall-effect sensor). Those signals can
of utility power meter by means of a SAE J1772 “Level 2” be transmitted to the EV by a dedicated conductor or by
connector [30], which is compatible to the “Type 1” means of wireless communication. Also, those measurements
connector defined by the IEC 62196-2 [31] and is suitable to could be even transmitted through “control pilot” or
perform a NBR/IEC 61851-1 “Mode 3” battery charging “proximity detection” pins of the SAE J1772 connector
[32]. This kind of connection makes it possible to maximize (using analog or digital modulation) with some adjustments
the current levels injected into the electrical installation, in their related circuitry. In addition to those off-board
yielding the best use of electric vehicle power electronics measurements, the dc-link capacitor voltage and the inverter
resources. If the EV grid connection is made at another output current (which are on-board measurements) must be
electricity network point, the harmonic compensation current also made. Since the proposed system is part of a residential
could be considerably limited due to power conductors and electricity network, a circuit breaker and a residual-current
protective devices ratings. device (RCD) must be included to the branch where the EV
Electric
is connected. These protective devices, as well the EVSE, are
Vehicle Sa Da
S1 S2 S3 Solid State
Relay
also required for a conventional EV charger.
ibat The power conditioning capability of the proposed
+ Cf
V Lb M vehicle-to-grid interface employs an indirect current control
bat + S b Db +
S’1 S’2 S’3 technique, depicted in the simplified diagram of Figure 4,
_ Electric
Motor due to its simplicity and easiness of application. Besides, this
+ kind of technique does not need to extract the fundamental
On-board vf Solid State
Relay
component of the load current, which results on a better
measurements
if
dynamic performance of the control system [33], [34]. The
sinusoidal line current reference, iS,ref, is obtained by means
Residential of the modulation of an unitary sinusoidal signal,
Electricity SAE J1772 synchronized to the line voltage using a phase-locked loop
Connector
Network (PLL) technique, by the output of the voltage controller (set
Lf
to follow a constant voltage reference). The line current
EVSE
feedback loop error is applied to a Type 2 controller [35],
Contactor
[36], which is an asynchronous frame regulator. This kind of
regulator is capable to track the sinusoidal signal due its high
Circuit Off-board gain at low frequencies. The output of current regulator is
breaker measurements
vs
applied to the unipolar pulse-width modulator, which drives
is
the VSI semiconductor switches.
Voltage
+ Voltage Controller
Sensor
Electrical _
vf kv PI
Installation Loads ev uv
i inst i f =iEV is v f,ref +

+ Utility
q vsync
PCC Grid vS kv PLL cos q x
Current
vs Voltage synchronism i S,ref Controller
Sensor +
iS ki Type 2
_ ei
Current
ui PWM
Sensor
Figure 3 – Integration of proposed vehicle-to-grid interface into EV Carrier
_
S2
power electronics and its application to a residential electricity +
S2’
network. _
S1
-1 +
S1’
Two legs of the VSI of EV motor drive circuitry,
highlighted in orange, compose the converter subset, which Figure 4 – Control strategy simplified block diagram.
is responsible to perform the residential network harmonic
compensation, supplying the harmonic and reactive content In order to perform the EV battery pack charging it is
of electrical installation loads, which allows drawing a necessary to draw the energy stored in the dc-link capacitor
sinusoidal current, at quasi-unity power factor, from the (Cf) by means of a proper driving of the switches of the dc-

995
to-dc bidirectional buck/boost converter, also highlighted in III. CASE STUDY – SIMULATION RESULTS
orange in Figure 3, which is responsible to implement a
charging profile suitable to EV battery pack type. There is no In order to provide evidence of the feasibility of the
need to make any modification on the VSI switches control proposed system, this section describes a case study where
strategy to perform a battery charging simultaneously to the the proposed vehicle-to-grid interface is integrated to an EV
compensation of harmonics and reactive power of the and applied to a hypothetical single-phase residential
electrical installation. As illustrated in Figure 5, the use of electricity network. The electric vehicle used in this study is
the energy stored in the capacitor Cf for battery charging a 5 kW kart-cross, shown in Figure 6, which is under
causes reduction in this voltage (vf), resulting on the development by Power Electronics and Automation Group of
increasing of the current drawn from the utility grid (is), Federal University of Juiz de Fora at the time of this writing.
which is imposed to present a sinusoidal waveform, with no In order to propitiate a grid-connected operation of this
displacement in relation to line voltage, by APF the control electric kart-cross similar to a real situation of a commercial
system. Thus, the EV battery charge happens simultaneously GEV, a small-scale supply system is considered in this work.
to the compensation of electrical network loads. The current Table 2 summarizes the rated characteristics of the kart-cross
harmonic content of the whole electrical installation, and of the small-scale single-phase hypothetical residential
including the EV and the residential loads, should comply electricity network considered on this case study. The 31,75
with international standards, such as the IEEE 519 [37]. V (rms) small-scale grid has been obtained by a 3,75 kVA
Vf,ref single-phase transformer (with turns ratio equals to 4:1),
100
which is connected to the utility grid. This low-voltage
supply system allows the reduction of the required dc-link
50 vf is voltage for the APF operation. Thus, it is possible to perform
Current (A)
Voltage (V)

the charging of the kart-cross 48 V battery (or a V2G

0
operation) using only its on-board power converters (similar
-50 condition to the case of a commercial EV, in which a 360 V
battery pack would be charged from a 127 V or 220 V utility
ibat (x5)
grid and the dc-link voltage would be set to 400 V, for
-100

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
Time (s) instance). The small-scale hypothetical residential electricity
Figure 5 – Transients on the dc-link voltage and line current due to network has its rated current defined as 64 A (rms) due to
the beginning of a battery charging process. laboratory limitations. Hereafter, for sake of simplicity, the
low-voltage supply will be referred as utility grid, since this
Similar considerations can be easily developed regarding section discusses the application of the proposed concept in a
the V2G operation mode. In this case, the power flows from small-scale power system. Detailed system design
the EV battery pack to the electricity network and the grid, considerations can be found in reference [28].
using the dc-to-dc buck/boost bidirectional converter and the
VSI. The whole electrical installation (EV plus local loads)
can be seen as a distributed generation system from the
utility grid point of view and should comply with
standards related to such kind of electricity network (e.g.,
IEEE 1547 [38]). In both cases (IEEE 519 and IEEE 1547)
the total harmonic distortion (THD) of current drawn from
(or injected to) the grid is limited to 5%.
The power levels handled by the VSI of EV to drive the
electric motor enable it to perform the proposed harmonic
compensation. For instance, a typical Brazilian single-phase
residential electrical installation, by current standards,
presents rated power up to 10 kW, with current limited to
70 A by thermomagnetic circuit breaker [39]. The power Figure 6 – 5 kW kart-cross prototype.
converters of a commercial EV, for instance the 2012 Toyota
Prius PHEV, built to drive a 60 kW permanent-magnet Table 2
synchronous motor, could perfectly perform the harmonic System specifications
compensation of such residential network. Moreover, a
charging method compliant to SAE J1772 “Level 1” or Small-scale single-phase residential electricity network
“Level 2” standards can be implemented with no restrictions Supply voltage 31,75 V (rms)/60 Hz
to the active power filter operation, since such kind of battery Rated Current 64 A (rms)
charger rated power ranges from 1 kW to 6.6 kW [10]. It is a Rated Apparent Power 2,032 kVA
very important issue considering that battery charging is the Electric Vehicle (kart-cross)
primary function of a grid connection of an EV. However, Rated Power 5 kW
regarding the V2G operation mode, the use of the EV power Battery Pack 4.8 kWh/48 V (Li-ion)
electronics as an active power filter could be limited in dc-link voltage 100 V
Switching frequency (VSI) 30 kHz
function of the electric power demanded by system operator
(obviously, in a smart grid context).

996
 Simulations here presented are developed using PSIM utility grid supplies only active power to the residence
9.1.1. The simulated current waveform drawn by the electrical installation. For this case study, the grid supplied
hypothetical small-scale single-phase residential electricity 1600 W to the whole residential electricity network, from
network from the grid and its harmonic spectrum are shown which 1000 W were associated to the EV battery pack
in Figure 7. This residential network, which is composed by charging and 600 W to the other installation loads. It is also
linear loads (resistive and inductive) and non-linear loads interesting to observe that the EV supplied power is negative,
(total load: 600 W, 800 VA), does not comply with IEEE denoting power consumption, and its average value (active
519, since it presents a 84.5% current THD and power factor power) equals to the battery pack charge power.
equals to 0.75 (with lag of 8.37° between fundamental
installation current and line voltage). Moreover, the 3rd, 5th, 100

7th , 9th, 11th and 17th harmonic components of its total 50

current exceeds the limits established by such standard, as

Current (A)
Voltage (V)
shown in Figure 7(b). (a) 0
100 vs
iinst
-50

is
50
Current (A)
Voltage (V)

-100
1.95 1.955 1.96 1.965 1.97 1.975 1.98 1.985 1.99 1.995 2
(a) 0
Time (s)

-50
vs 150

100 iEV iinst

-100
1.95 1.955 1.96 1.965 1.97 1.975 1.98 1.985 1.99 1.995 2
50

Current (A)
Time (s)
(b) 0

60
-50
(% of fundamental component)

50 -100
ibat (x10)
40 -150
Amplitude

1.95 1.955 1.96 1.965 1.97 1.975 1.98 1.985 1.99 1.995 2

(b) 30 Time (s)

4
20
(% of fundamental component)

IEEE 519 Limits 3.5

10 3

2.5
Amplitude

0 IEEE 519 Limits

5 10 15 20 25 30 35 40 45 50
(c) 2
Harmonic order
1.5
Figure 7 – Hypothetical single-phase residential electricity network
considered in computational simulations. 1

(a) current drawn from the grid (red) and line voltage (blue); 0.5

(b) current harmonic spectrum. 0

5 10 15 20 25 30 35 40 45 50
Harmonic order

A. Simultaneous Electric Vehicle Battery Charging (G2V) Figure 8 – Simultaneous battery charging (G2V) and active power
and Active Power Filter Operation filter operation: (a) line voltage and compensated installation
current (red); (b) installation load current (red), EV current (blue)
An EV battery pack charging, compatible to SAE J1772 and battery pack current (green, 10:1 scale);
(c) compensated installation current harmonic spectrum.
“Level 1” and “Level 2” charge methods, as well as
compliant to NBR/IEC 61851-1 “Mode 3”, has been
simulated in order to verify the simultaneous operation of the
EV power electronics as a battery charger and active power 4000
Utility Electrical
filter. The kart-cross battery pack has been submitted to a 3000
Grid
Instantaneous power (W)

Installation loads
10 A charge current, which is equivalent to a “C/10” 2000
charging rate. The simulated current waveforms are 1000
presented in Figure 8(a) and (b). The compensated line 0
current presented THD = 0.746% (with virtually no
-1000
displacement in relation to line voltage) and the residential
electricity installation presented a power factor equals to -2000
Battery
0.9999. The compliance of the simulated system to the IEEE -3000
Electric Vehicle Pack
519 standard is evidenced by the line current harmonic -4000
1.95 1.952 1.954 1.956 1.958 1.96 1.962 1.964 1.966
spectrum shown in Figure 8(c). Figure 9 depicts the Time (s)
instantaneous power waveforms drawn by the installation Figure 9 – Instantaneous power waveforms (G2V+APF mode):
loads and supplied by the grid, by the EV and by the EV utility grid supply power (black), installation load power (red), EV
battery pack. The instantaneous power supplied by the grid synthesized power (blue) and battery pack power (green).
presents a waveform similar to the sin 2  q  function curve,
which is typical from pure resistive loads. In other words, the

997
B. Simultaneous Operation of an Electric Vehicle as a Power Figure 11 shows the instantaneous power waveforms
Generator (V2G) and an Active Power Filter related to the system elements for this case. It is interesting to
observe that utility grid instantaneous power waveform have
There are three possible cases in the analysis of the the “ -sin 2  q  ” shape, with negative average value, that
V2G+APF operation mode of an EV: the power generated by
the electric vehicle can be less than, equal to or greater than means active power injection into the grid. In this case, the
the power demanded by the electrical installation loads. In EV generated power equaled to 1.5 kW, of which 600 W has
the first case, the utility grid complements the load. In the been locally consumed (residential loads) and 900 W has
second case, the EV totally supplies the load demand and been inject into the utility grid.
6000
there is no power consumption from the grid Similarly, Electric Vehicle
regarding the third case, the EV also supplies the load

Instantaneous power (W)

4000 Battery
demand and the exceeding generated power is injected into Pack
2000
the grid. Due to paper length limitation, the second case will
not be discussed here. 0

In other to verify the proposed concept, computational

-2000
simulations have been accomplished. First, regarding the Electrical
case where the power generated by the EV is greater than the -4000 Utility Installation loads
power demanded by the local loads, the simulation considers Grid
a 15 A current being drawn from the EV battery pack (which -6000
2.95 2.952 2.954 2.956 2.958 2.96 2.962 2.964 2.966

is equivalent to a 1.5 kW power generation). Simulated Time (s)

current waveforms are presented in Figure 10(a) and (b). The Figure 11 – Instantaneous power waveforms (V2G+APF mode,
compensated line current presents THD = 1.402% (with with EV generated power greater than the load demand): utility grid
virtually no displacement in relation to line voltage) and the supply power (black), installation load power (red), EV synthesized
residential electricity installation presented a power factor power (blue) and battery pack power (green).
equals to 0.9997. The achieved compliance with IEEE 1547
Figure 12 depicts the simulation for the case where the EV
standard can be verified by the line current harmonic
generates less power than the installation loads demand. In
spectrum shown in Figure 10(c). 50
50

is
Current (A)
Voltage (V)
Current (A)
Voltage (V)

0
0 (a)
(a)

vs is vs
-50
-50 1.5 1.505 1.51 1.515 1.52 1.525 1.53 1.535 1.54 1.545 1.55
2.95 2.955 2.96 2.965 2.97 2.975 2.98 2.985 2.99 2.995 3
Time (s)
Time (s)

80

100 ibat (x5) 60

40
ibat (x10)
iinst
Current (A)

50 20
Current (A)

(b) 0
(b) 0
-20

-50
iEV
-40 iinst
-60 iEV
-100 -80
1.5 1.505 1.51 1.515 1.52 1.525 1.53 1.535 1.54 1.545 1.55
2.95 2.955 2.96 2.965 2.97 2.975 2.98 2.985 2.99 2.995 3 Time (s)
Time (s)
6
15
(% of fundamental component)
(% of fundamental component)

5
12

4
Amplitude
Amplitude

IEEE 1547 Limits (c) 9

IEEE 1547 Limits
(c) 3
6
2
3
1
0
5 10 15 20 25 30 35 40 45 50
0
5 10 15 20 25 30 35 40 45 50 Harmonic order
Harmonic order

Figure 10 – Simultaneous power generation (V2G) and active Figure 12 – Simultaneous power generation (V2G) and active
power filter operation (EV generates more power than the load power filter operation (EV generates less power than the load
demand): (a) line voltage (blue) and compensated installation demand): (a) line voltage (blue) and compensated installation
current (red); (b) installation load current (red), EV current (blue) current (red); (b) installation load current (red), EV current (blue)
and battery pack current (green, 5:1 scale); and battery pack current (green, 5:1 scale);
(c) compensated installation current harmonic spectrum. (c) compensated installation current harmonic spectrum.

998
this case, the simulation has been carried out for 2 A current power quality problems, particularly in the electrical
being drawn from the EV battery pack (which is equivalent installations where the EVs are connected.
to a 200 W power generation) and the compensated line
current presented THD = 3.001% (with virtually no ACKNOWLEDGEMENT
displacement in relation to line voltage). The whole
hypothetical electricity installation presented a power factor Authors would like to register their gratitude to the
equals to 0.9993, with compliance to IEEE 1547 evidenced following development agencies and institutes due to their
by its line current harmonic spectrum of Figure 12(c). financial support for this work: FAPEMIG, CNPq and
On all simulations that have been presented in this paper INERGE (Institute for Electric Energy), UFJF and IF
(either for G2V or V2G modes), it is possible to notice some Sudeste MG.
spikes in the line current waveform (close to its peaks). The
occurrence of this kind of distortion is related to current REFERENCES
controller problems (saturation) that are still under
[1] A. EMADI, "Transportation 2.0," IEEE Power & Energy
investigation by the authors.
Magazine, pp. 18-29, July/August 2011.
Figure 13 depicts the instantaneous power waveforms
related to the system elements for the case where the EV [2] M. YILMAZ and P. T. KREIN, "Review of the Impact of
Vehicle-to-Grid Technologies on Distribution Systems and
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