Impacts of Electric Vehicles on the Transient Voltage
Stability of Distribution Network and the study of
improvement measures
Chong Zhang, Chong Chen, Jinwen Sun,
Peiwen Zheng, Xiangning Lin
State Key Laboratory of Advanced Electromagnetic
Engineering and Technology
Huazhong University of Science and Technology
Wuhan, China
Abstract—Electric vehicles connected directly to the
distribution network are expected to increase the base electric
loads and reduce the stability of a power system. Meanwhile,
equipped with bidirectional battery chargers, electric vehicles
can work in V2G mode, as spinning reserve, and enhance
grid stability. This paper discusses the charger technologies,
requirements and proposes transient voltage stability margin
index considering the impacts of dynamic loads on the
transient voltage stability grid. Based on the index, the paper
evaluates and compares the impacts of electric vehicles
charging loads, static loads and combined loads on the
transient voltage stability of distribution network and
proposes the improvement of considering the V2G mode for
the transient voltage instability situation of electric vehicle
charging. The model of bidirectional battery chargers and
IEEE16 bus test systems are performed by MATLAB &
SimPowerSystems, and the availability of the index is
confirmed.
Index Terms--Electric Vehicles; Fast Charging; Transient
Voltage Stability; Margin Index Introduction
I. INTRODUCTION
With the increasing pressure of environment pollution
and energy crisis of today’s world, the saving-power, less-
or-free polluted Electrical Vehicles (EV) have been become
the world’s concentration. EV can reduce the usages of fuel
sources considerably, and the majority of countries have
propose a positive policy to encourage the enterprises of
EV [1-3], yet the impacts of EV connected to power system
cannot be ignored. In the past few years, there have come
many accidents of off-control transient voltage stability due
to dynamic loads, induction motors, power electronics
devices, and etc. EV is therefore treated not only as a
distributed energy storage device [4-5], but as a particular
electrical load connected to power system, and the power
electronics modulation devices on which it rests generate
influences on stability of power system’s voltage [6-7].
Accordingly, it is indispensable to do researches on how
EV connected to power system affects that system’s
transient voltage stability.
This work was supported in part by the National High-Tech R&D
Program of China (863 Program) (2011AA05A109), and in part by the
National Natural Science Foundation of China (51277110),and in part by
the Research Fund for the Doctoral Program of Higher Education of
China (20110142110055), and in part by Natural Science Foundation of
Fujian Province (2011J01281).
978-1-4799-7537-2/14/$31.00 ©2014 IEEE
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Zhiqian Bo
Xuji Group Corporation
Beijing, China
There have been a few explorations on the impacts of
EV connected to power system on the voltage stability of
distribution network so far. [8] provided an optimization of
transmission of electrical energy to power system by EV,
as a static or flexible energy storage system, considering
what impacts on voltage and on frequency stability of
smart grid; In the mode of V2G, [9] analyzed the benefits
of EV in the short-term voltage stability, suggesting an
index for short-term EV’s voltage stability, yet not
considering dynamic loads, say, induction motors, power
electronics devices, which have existed in power system,
and whose dynamics have significant influences on
stability of grid voltage. In the mode of electrical load,
however, [10] pointed out that smaller-size EV could still
pose a threat that the voltage of distribution network would
below safety and lead to excess loads, even if they were on
penetration level; [11] researched a situation in which
wind turbines and EV worked in a distribution network
simultaneously, and showing that wind turbines could
ameliorate the problems generated by EV. [12] analyzed
that a large amount of EV could develop unbalance of
give-and-take, limitation of voltage, and harmonic
distortion, when they were connected to power grids; [13]
investigated what impacts the fast charging (and large-
scale charging) EV provided to a distribution network, and
concluded that it is feared that the bus in a weaker grid
structure threaten the voltage quality of distribution
network. These essays have generally focused on the long-
term voltage stability when EV is connected to grids,
whereas they have less fully explored the short-term
voltage stability when the large disturbances given by EV
connected.
The batteries which EV used, having characteristics in
energy storage, can be regarded as the distributed energy.
In addition, they can return their energy to power grids and
meet users’ demands in peak periods. Furthermore, EV
has a specialty, compared with other distributed energy
and electrical loads. Consequently, this paper will discuss
the transient voltage stability of distribution network,
based on the transient voltage stability index, and
considering the two modes (V2G and electrical load) that
EV will be in.
 II. CHARGING TECHNOLOGIES EV charger system
Rectifier cabinet
A. EV Charging Methodologies CAN/Ethernet
Connecting
cable
Monitoring Charging
EV employs many kinds of batteries, such as the lead- System controller
Connecting
(including
charging
acid, nickel-cadmium, NiMH, lithium-ion, sodium-sulfur, Rectifier cable DC connector) EV
Low 0.4kV voltage chargin battery
all vanadium flow batteries and so forth. The lithium-ion Voltage power supply equipments
g pile & BMS
one has distinctness of high energy density, of free-memory Distributi cable DC metering
and billing
effect, of less self-discharging, thereby applied widely in on System equipments
EV [14]. Its charging process adopts a method of constant Figure 1. EV charger system components
current, then constant voltage [15].
Chargers can be divided into twofold parts: 1) High- III. DISTRIBUTION NETWORK TRANSIENT VOLTAGE
Frequency Switching (HFS) and Phase Control (PC), STABILITY
based on the working principles of its rectifier equipment.
HFC offers the charging factor above 0.9, and lower The transient voltage stability can be also called as the
harmonic pollution to grids, lower ripple factor, higher large short-term disturbances voltage stability, and it is
efficiency and fast dynamic response, compared with PC. generated by power system fast-responding load
Accordingly, this paper utilizes HFS charger [16]. This components such as induction motors, DC converters and
HFS consists of car and non-car charging whether they are invertors. Many scholars have judged the stability of
setup in car or not. They have similar charging principles power system large short-term disturbances voltage
whatever they are. EV charging has three modes, modes of stability from investments of dynamic stability of
slow (L1), routine (L2), and fast (L3) charging. These induction motors when it came to a large disturbance [17-
modes have five parts in detail, according to single-phase, 20]. Due to these factors, this paper analyzes the transient
three-phase and AC-DC sources provided by charging voltage stability by a method of time-domain simulation,
ports, Table 1. and through the transient stability program considering the
dynamic models of induction motors.
TABLE I. DIFFERENCE OF EV CHARGING MODES OF CHINA
A. Motors Equivalent Circuit
Charging Nominal Nominal Nominal Active The power system integrated load model is made of
Modes Voltage （V） Current （A） Power （KW） one three-order induction motor paralleled by static loads
L1
Single-phase
16 3.5
[21], which can reflect actual load dynamic respectively.
220 And the distribution lines are equivalent to a series branch
Single-phase of constant voltage source and constant impedances, Fig.
2-1 32 7.0
220 2(a). Fig. 2(b) shows the motors equivalent circuit,
Three-phase according to its equivalent steady-state model.
L2 2-2 32 12.1
380
Z
Three-phase
2-3 63 23.9
380
L3 600 300 180
ZL
B. EV Charging Models
Bidirectional converter is developed in this paper, of (a) Distribution system
charger model. It is easy to achieve EV charging or
discharging, and to change the working mode, with the
alteration of control parameters. When a large number of
onboard convertors exchange the active power with grids,
there has problems such as harmonic pollution. Thus in
order to limit these dangers, IEEE Std 519-2000 and
National Criterion GB 19939-2005 both prescribe that
onboard convertors current Total Harmonic Distortion (b) Simplified equivalent system circuit
should (THD) lower than 5%, and its power factor higher
than 0.85. For this reason, this paper deploys the chargers
who hold power factor 0.95, and THD lower than 1%. The
charging machines mainly charging controller, rectifier
equipment, DC charging pile, metering and billing
equipment as shown in Fig.1.
(c) Analyzing torque-slip characteristics circuit

Figure 2. Equivalent circuit of integrated loads buses

In this model, M represents induction motors; Z

indicates the equivalent impedances except for load bus
circuits; Ue suggests the equivalent voltage to outside load
bus circuits; Ut is the external voltage based on Thevenin's

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theorem; constant loads impedance is denoted by ZL;
Z1=R1+jX1 means loads impedance of the induction
motors; Zu=Ru+jXu means excitation impedance of the
induction motors; s expresses its slip ratio; Z2=R2+jX2
evinces rotor’s impedance; w1 states angular velocity of
stator magnetic field.
Through the Thevenin’s theorem, the circuit model that
is fit for analysis of torque-slip characteristics can be
achieved [22], Fig.2 (c).
Fig. 2(c):
Z t = R t + jX t = ( Z e / / Z L + Z 1 ) / / Z u
off. Equation (3) takes this voltage, load parameters and
torque equilibrium principle into account, eventually
concluding the necessary small disturbance non-steady-
state slip sscm which is the counterpoint on the minimum
voltage. If smax denotes the maximum value of induction
motors slip variables curve corresponded with the time
point of fault-cut, then this paper proposes the transient
voltage margin index η, with the consideration of critical
clearing time.
sscm − smax (5)
η=
sscm
(1)

Te ,Tm
• Zu ( Z1 + Z u ) / / Z L •
(2)
Ut = • Ue
Z1 + Z u Z e + (Z1 + Z u ) / / Z L
So the electromagnetic torque of corresponding
Te
induction motors is:
Ⅰ
Ⅲ
R2
U t2
s 1 (3)
Ⅱ
Te = • 0 sso ssc s
R w1
( Rt + 2 ) 2 + ( X t + X 2 ) 2 Figure 3. Electromagnetic torque slip characteristics of three kinds of
s state
Considering the rotor movement [22]:
3
inductor motor-related variables• p.u.)

Tm

ds
2
Te

Tj = Tm − Te (4) 1

dt Vmin Vs
0

-1 smax
s

B. Transient Voltage Stability Margin Index -2

In [23], the critical clearing time when power grids -3

Fault clearing point

happened to a large disturbance is viewed as transient 2.95 3 3.05 3.1 3.15

t(s)
3.2 3.25 3.3 3.35

voltage stability margin index, ignoring dynamic load Figure 4. Related variables characteristics of induction
characteristics playing a significant role on transient
motors loads
voltage stability. This paper provides slip margin index
considering induction motor, in terms of that of [23]
Where, Tm is the load torque of induction motor; Te is
Equation (3) can give corresponding steady-state slip the electromagnetic torque; Vs is the terminal voltage of
of induction motors, in the view of port voltage given. induction motor; Vmin is the minimum voltage after
When the induction motors load torque is constant, the clearing of fault; s is slip; smax is the maximum slip after
graph of electromagnetic torque-slip characteristic is
clearing of fault; fault clearing time is 3.12s.
shown in Fig. 3, of three kinds: Us(I) is in a routine state,
Us(II) is in a fault state and Us(III) is in a state where the fault
have been cut off. In addition, ss0 and ssc represent IV. SIMULATION CONFIGURATION
respectively, after faulted, the small disturbance steady-
state slip and the small disturbance non-steady-state slip, A. Distribution Network Loads Model
by the loads torque equaling with electromagnetic torque
This paper requires the IEEE 16-bus distribution
(Te=Tm). It can be learned from the Fig.3 that if induction
system [26]. The bus of three feedback lines is equivalent
motors mechanical characteristic don’t cross the loads
to a united bus, which proves to be the typical radiation
torque after faulted, then the induction motors will be
distribution network, and which is more corresponded to
unstable; if they are intersected, and if the clearing time of
national situation. This system has three branches, with the
induction motors is long, therefore excessing the
total 28.7+j7.75, and its structure is given by Fig. 5. Each
maximum one [20], then the maximum slip will surpass
bus of typical distribution networks uses different portions
the critical slip ssc. Accordingly, this paper points out the
of static loads paralleled with induction motors loads to
transient voltage margin index counted on [24], a margin
represent respectively residential loads, industrial loads,
index that can compute transient voltage stability margin,
and commercial loads, in order that loads selected can
and can express how severe degree the distribution
represent a local distribution network. The branch III
network losses stability. Fig. 4 illustrates the related
indicates residential ones, with induction motor loads and
variables characteristics of induction motors loads. The
static loads occupying, respectively, half; branch II
port voltage will have minimum voltage Vmin [25] in the
indicates industrial ones, with induction motors loads and
presence of the interplay between induction motors stator
static loads occupying, respectively, 75% and 25%; branch
magnetic field and rotor magnetic field after the fault cut

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I indicates commercial ones, with induction motors loads 2) EV Discharging with three different power factors
and static loads occupying, respectively, 65% and 35%. (0.9 leading ，unity and 0.9 lagging)Graph
Each induction motors main parameters is provided by This graph is exposed in Fig. 7:
Table 2, and the static loads are description of constant
200
impendence.
0

I1(A)
-200

-400
0.2 0.3 0.4 0.5 0.6 0.7
t(s)
(a) Discharging current
5
x 10
Unity active power
6
Unity reactive power
Leading active power
Figure 5. Equivalent of 14-bus distribution test system 4 Leading reactive power
Lagging active power
2 Lagging reactive power

PQ(W)
0

TABLE II. MAIN PARAMETERS OF INDUCTION -2

MOTORS LOADS -4

0.2 0.3 0.4 0.5 0.6 0.7

Branch
Rs Xs
number
Ⅰ 0.035 0.094
Ⅱ 0.029 0.067
Ⅲ 0.064 0.137
B. EV Charging Parameters Requirements
The fast-charging-mode charger is applied to this paper,
for readily analyzing, and the charging time is short. The
battery soc can be reached by 80%– 90% within the 10 –
15 minutes. EV are generally in constant current charging
mode, and its transient active power is far more than the
constant voltage charging mode. For the purpose of this
paper, the process of the large constant current charging or
discharging of EV batteries is worthy of considering.
Meanwhile, its active power is 180kW. The voltage of DC
bus is 600V, and the charging current is 300A. EV
discharging trend is shown as following, in the option that
the three-phase fault happens in 0.35s, and then it will be
cut off after 0.1s.
1) EV Charging Graph.
Fig. 6 points out the charging current and active power
alternation, and Fig. 6(a) suggests the former, under the
circumstance of three-phase fault of one EV charger:
600
400
I(A)
t(s)
Xm Rr Xr H S0 (b) Discharging power
2.8 0.048 0.163 1.5 0.0113 Figure 7. Discharging current and active power
3.8 0.009 0.17 3.2 0.0050
3.0 0.059 0.167 4.7 0.0076
V. SIMULATION CONSEQUENCE
This paper chooses the peak period of EV’ charging in
one day, when the demand of charging active power
reaches maximum. The three weak points of the
distribution networks, N3, N8, and N11 are acted as the
loads connecting points, because the branch II has bigger
proportion of induction motors, and because this branch
will lost stability in the first place when it happens to
three-phase fault. They are distributed according to the
proportion of initial-state loads. The fast-charging station
power of each point merely occupies the 20% of system’s
nominal power, which means their total power is 60% of
distribution networks. The N1 point is set up a three-phase
fault, generating non-stability, firstly, of N9 induction
motors loads. The system can be decided as non-stability
in the moment [20], and its critical clearing time is 0.127s.
For the verification of index this paper proposes, the fault
is removed (compared with when the fault happened) in
0.08s. Table 3 gives transient voltage stability margin
index of induction motors in spot N9, in the proportional
connection to the three points above mentioned of static
loads, integrated loads (70% induction motor loads and
30% static loads), and EV loads, we can find the

200
distribution system has been unstable when the electric car
0 penetration rate reached 50%.
0.2 0.3 0.4 0.5 0.6 0.7
t(s)
(a) charging current TABLE III. TRANSIENT VOLTAGE STABILITY MARGIN INDEX
The Fig. 6(b) shows the later one: OF EV CHARGING

x 10
5
Static Complex Distribu-
6
Loads Loads EV Loads tion
5 P1
Q1 Transient Transient Transient System
4

3
Loads Voltage Voltage Voltage states
P&Q(W)

2
Penetration Stability Stability Stability
1 Margin Margin Margin
0 Index η3 Index η2 Index η1
-1

-2
0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0 Sscm=0.1010 Sscm=0.1010 Sscm=0.1010 stable
t(s)
Smax=0.0467 Smax=0.0467 Smax=0.0467
(b) Charging power
η3=0.543 η2=0.543 η1=0.543
Figure 6. charging current and active power 10% Sscm=0.1010 Sscm=0.0911 Sscm=0.0937 stable
Smax=0.0470 Smax=0.0473 Smax=0.0472

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 η3=0.535 η2=0.481 η1=0.496 discharging Smax=0.0486 Smax=0.0415 Smax=0.0356
20% Sscm=0.0961 Sscm=0.0861 Sscm=0.867 stable η3=0.602 η2=0.671 η1=0.726
Smax=0.0473 Smax=0.0521 Smax=0.0489 It draws that the transient voltage stability margin
η3=0.508 η2=0.395 η1=0.436 index parallels with the power of EV discharging and the
30% Sscm=0.0916 Sscm=0.0801 Sscm=0.0818 stable state of distribution network transfer from the unstable
Smax=0.0478 Smax=0.0582 Smax=0.0526 state into a stable state especially when the pf is 0.9
η3=0.478 η2=0.273 η1=0.357 leading. Transient voltage stability margin compared to
40% Sscm=0.0872 Sscm=0.1010 Sscm=0.0769 stable other discharge mode has been significantly improved.
Smax=0.0487 Smax=0.0467 Smax=0.0604 When the distribution network happens to fault, the EV
η3=0.441 η2=0.122 η1=0.213 will reduce the voltage falling by returning energy to
50% Sscm=0.0835 Sscm=0.1010 Sscm=0.0727 unstable power grids, thereby improving the transient voltage
Smax=0.0499 Smax=0.0467 Smax=0.0723 stability margin.
η3=0.402 η2=-0.0533 η1=0.004
60% Sscm=0.0799 Sscm=0.0674 Sscm=0.0697 unstable VII. CONCLUSION
Smax=0.0506 Smax=0.0797 Smax=0.0785
This paper discusses that EV defined as load and in
η3=0.367 η2=-0.183 η1=-0.126
V2G mode influences the transient voltage stability of
As we can see from Table 3, the EV charging load’ distribution network quantitatively, under the circumstance
dynamic characteristics is between integrated load and of transient voltage stability margin index of distribution
static load, and with the increasing penetration of EV load, network proposed. And this paper concludes that if the EV
the transient voltage stability margin becomes lower. penetration increases, then it will compromise the transient
When the proportion reached 60%, its stability margin is voltage stability of distribution network considerably, in
only 66.1% of the original. Static load has less impact on the mode of load; however, they will be favored to that of
the transient voltage stability, even if the proportion distribution network, in the mode of V2G.
reached 40%, its stability margin is as well as the 94.1% of
the original. As the effects of induction motor load, the
integrated load’s dynamic characteristics is the worst, ACKNOWLEDGMENT
when only comes to 20%, its stability margin had been R.B.G. thanks: the National High-Tech R&D Program
reduced by 11.3%. of China (863 Program) (2011AA05A109); the National
Natural Science Foundation of China (51277110); the
VI. IMPROVEMENT MEASUREMENTS Research Fund for the Doctoral Program of Higher
Education of China (20110142110055); Natural Science
Considering the electric vehicle energy storage Foundation of Fujian Province (2011J01281).
characteristics and situation when it operates in V2G mode
with power factor (unity, 0.9 lagging and 0.9 leading), we
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