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Modeling of Electric Grid Behaviors having Electric Vehicle charging stations

with G2V and V2G Possibilities

Conference Paper · October 2021

DOI: 10.1109/ICECCME52200.2021.9591059

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 Proc. of the International Conference on Electrical, Computer, Communications and Mechatronics Engineering (ICECCME)
7-8 October 2021, Mauritius
2021 International Conference on Electrical, Computer, Communications and Mechatronics Engineering (ICECCME) | 978-1-6654-1262-9/21/$31.00 ©2021 IEEE | DOI: 10.1109/ICECCME52200.2021.9591059

Modeling of Electric Grid Behaviors having Electric

Vehicle charging stations with G2V and V2G
Possibilities
RWAMURANGWA Evode
Department of Electrical, Electronics and Computer
University of Oviedo
Gijon, Spain
UO241006@uniovi.es or 0000-0003-4861-0812

Abstract—The use of green energy has triggered researchers’ development step to target for. Apart from the EVs, the electric
attention; hence its utilization in transportation and the invention bicycles (EB) and motor-bicycles (EMB) are also in use in the
of electric vehicles(EV). They can both be load and storage system bigger part of the world. The use of EVs, EBs and EMBs
to the grid. Therefore, the integration of EVs to the grid has a
capital role in grid energy management. This work proposes the represent dynamically increasing and complex load on the
grid with EV charging stations which can allow simultaneous power grid. This work aims to show the behaviors of the grid
multiple charging and bi-directionality. The charging of the having EV charging stations with bi-directional capabilities in
vehicles from the grid (Grid-to-Vehicle (G2V)) and the vehicle presence of EBs and EMBs.
sending power back to the grid (Vehicle-to-Grid (V2G)) are
shown in this work. The behavior of the grid, responding to II. P OWER G RID STRUCTURE OVERVIEW
random charging and discharging of the vehicles, is illustrated.
The bi-directional AC-DC converter together with DC-DC off-
board charger and the related controls are shown in this work.
The complete topology is simulated in Matlab-Simulink and the
results are presented in this work.

Index Terms—Bi-directionality, Electric Bicycle (EB), Elec-

tric Moto-bicycle (EMB), Electric Vehicle (EV), Grid-to-Vehicle
(G2V),Vehicle-to-Grid (V2G), Vehicle-to-Load(V2L) and Vehicle-
to-Vehicle(V2V).

I. I NTRODUCTION
The use of electric Vehicles (EV) has become a solution,
not only as a green transport but also an energy storage system
buffering the grid power [1]–[10]. Hence, they play a capital
role in integration of intermittent renewable energy sources
and grid energy management. The EVs are mostly used in
personal transports. Hence, they are parked more than 20 Fig. 1. Illustration of the grid incorporating EV chargers with G2V and V2G
feasibility.
hours each day [1]. They are the idle asset that can potentially
support to store excess power(G2V) and send it back to the
The EV, EB or EMB chargers are mostly installed in cities,
grid in peak hours (V2G). The EVs have been commonly
where in most countries, the Medium voltage transmission grid
known in western countries, with new grid technologies and
are 15 kV [11]. The last is converted to low voltage of 0.4kV
flexibilities. However, recently the same EVs embarked the
for distribution through a transformer. The figure 1 presents
rest of the world, where the grid capabilities are still lacking
the 15 kV medium voltage grid. It supplies the DC bus through
alot. In some countries, the power grid can be adapted to
a bi-directional AC-DC converter. The wind turbine and PV
charge the EVs, but they have not yet attained the level to
panel supply the same DC bus of 653.2V. In turn, the DC bus
accommodate the power from the EVs. The bi-directional
supplies the 40kW off-board chargers for the EV charging
flow of power is not yet in use, which might be the next
and discharging and a 26.7 kW DC load. The DC load stands
Special Thanks to Africa Improved Foods and Kigali Collaborative Re- for other DC loads like EBs and EMBs. The 40kW and 100A
search Center for supporting this work. off-board charger is chosen among the commercially available

978-1-6654-1262-9/21/$31.00 © 2021 IEEE

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and mostly used charging stations. The indicated off-board
chargers are all above level 2 in the levels defined by the
Society of Automotive Engineers [1], [7]. They are Electric
Vehicle Supply Equipments (EVSE) and categorized as level 3,
as they can fast-charge (rated current of 100 A max) [7]. This
work considers the grid in figure 1, however the PV panel and
wind turbine will be left out. Hence, the study will focus on the
grid behavior facing the power flow from/to EVs without PV
panel and wind turbine support. Before elaborating in details
the behaviors of the grid, this work will first talk about the bi-
directional flow of energy, the controls involved and charging
and discharging of the EV batteries. Simulink will be used as
a tool to simulate and achieve the required results.
III. S IMULINK MODELS AND SIMULATIONS
Considering the figure 1 from which the figure 2 is retrieved;
It illustrates the grid supplying the EV chargers through a DC
link. The figure 2 consists of a bi-directional AC-DC grid
connected converter, DC link and one off-board charger from
the figure 1.
A. Grid Connected Converter
It is a three phase bi-directional AC-DC and controlled
converter made of IGBTs. The converter is connected to the
grid through an RL choke of 1µΩ and 500µH respectively.
The choke stands for a filter to reduce harmonics. The same
choke, also known as rectifier choke is reflected as Linv in
figure 2. The grid voltage is 400Vrms phase-to-phase, at the
grid frequency of 50Hz . In Simulink, the grid is mimicked
into a three-phase voltage source of the indicated voltage
and frequency respectively. It presents the source resistance
RSource and source inductance LSource as 100mΩ and 40µH
respectively.
Fig. 2. Bi-directional grid connected converter
The AC-DC converter connected to the grid provides a
suitable level of DC link voltage. The appropriate capacitance
size is chosen for ripple suppression at optimal level. The
expected DC link voltage is retrieved from the grid voltage
through the equation 1.
√ anti-parallel diode. The off-board charger duty ratio is D and
2 2
Vdc = √ VLLrms (1)
3
With VLLrms being the phase-to-phase rms grid voltage. The
DC link voltage control is capital to make the DC link stable.
The decoupled dq0 control method is applied. It is a cascaded
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control that consists of outer voltage and inner current loop.
The grid voltage and current are captured through voltage and
current sensors respectively. On the last, the abc to αβ0, abc
to dq0 or αβ0 to dq0 are performed. The phase locked loop
(PLL) is applied to determine the satisfactory synchronous
angle ωt. The d-axis outer loop controls the DC bus voltage,
while the inner loop controls the active AC current [7]. In
case of bi-directional applications, the changes in DC bus
voltage are influenced by positive or negative current due to
power flow direction. The q-axis outer loop adjusts AC voltage
magnitude by regulating the reactive current through the q-axis
inner loop control. The decoupling term ωL and the feed-
forward voltage signal are added for transient performance
improvements. The fore-discussed transformations and PLL
Fig. 3. Illustration of transformation and PLL
are presented in the figure 3. While the control to stabilize the
DC link is shown in figure4.
The DC voltage level of 653.2 V with the rated 432 kW
rated power are targeted.
B. Off-board battery chargers configuration
The battery charging configuration consists of bi-directional
buck and boost converter, that works as buck in G2V and
as boost in V2G mode respectively. The battery charging or
discharging is made in two modes: Constant Current (CC) and
Constant Voltage (CV). Setting up the modes and charging
current strongly depends on the State-of-Charge (SOC) of
the battery (EV battery). In some practical cases, CC and
CV get separated at SOC of 80%, hence the open-circuit
battery voltage at 80% SOC plays a cut-off role for charging
voltage. Similarly, the nominal discharge current plays cut-off
on charging current side.
1) G2V or Charging Mode: The battery in charging mode
(G2V) consists of negative current(charging current) at the cut-
off level(CC). The charging current starts decreasing toward
zero once the charging voltage reaches the cut-off value
(CV). The charging current reaches zero once the SOC is
approximately 100%. In G2V mode, the off-board charger will
be operating as a buck converter. It provides the right level of
charging voltage, lower than the DC link voltage. Considering
the off-board charger shown in figure 5 in buck mode, the
upper switch (Sbuck ) is operated together with the lower switch
the charging voltage is given by the equation 2.
Vbat = Vdc ∗ D (2)
The duty ratio D is in the range of 0.0-1.0, hence the voltage
at the battery Vbat will be lower than the DC link voltage Vdc
 Fig. 4. DC link voltage control

Fig. 6. EV charging or discharging selection and control

C. Simulink Model
The model mimicking the figure 1 was built in simulink.
The simulink model considers the figure 1 starting from the
AC bus and excluding wind turbine and PV panel contribution.
Fig. 5. Bi-directional off-board charger
Bearing in mind the mentioned part, will help to assess
the behavior of the grid during the random charging and
discharging of the EVs. Therefore, the model is made of 0.4
kV voltage source, a 480 kVA AC-DC converter, 653.2 V
by the ratio D. Therefore, the last statement illustrates the
DC link, 5 off-board chargers of 40 kW each, a 26.7 kW
buck converter functionalities.
resistive load (for EBs and EMBs) and 5 EVs of 400 V
2) V2G or discharging Mode: When the EV battery has to dc and 100 A max battery each. Each off-board charger is
send the power back to the grid, or to a certain load (part of the connected to the DC link which capacitor is 5mF. The off-
grid); the booster is necessary. The battery voltage is on lower board charger inductor, referred to as Lbatt in figure 5 is of
level, it needs to be boosted to a voltage level of the DC link. 5.76mH and the battery capacitor of 5.6 nF.The lithium-Iron
During the V2G, the battery current is positive(discharging battery model from Simulink is used as EV battery. The off-
current), the battery voltage is constant(CV) till the current board chargers are connected in parallel to the DC link and 5
reaches the cut-off (CC). Hence, the voltage starts decreasing. EVs are connected to the chargers. The Evs are named EV0
The SOC in this case decreases as well. The battery voltage up to EV5, with the respective SOC as in the table I. Initially
will keep decreasing till the SOC reaches zero, the battery
current will drop to zero and the discharging is completed. TABLE I
Considering the figure 5 in the boost mode, the lower switch I LLUSTRATION OF THE EV S SOC AND STATES
(Sboost ) and the upper-switch ant-parallel diode are operated.
EV SOC Sequence Mode 1 Mode 2
The DC link capacitor is enough to stabilize the DC link on
the required voltage. And the booster mode is illustrated in EV0 15% 5 V2G -
equation 3. EV1 20% 4 V2G G2V
EV2 30% 3 V2G G2V
Vbat EV3 40% 2 V2G G2V
Vdc = (3) EV4 60% 1 V2G G2V
1 − D1 Load - 6 Off -

Where D1 is the duty of the boost mode in the figure 5. all of the EVs are in V2G mode (discharging to the grid), and

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the DC load is disconnected. The last process is indicated in While the figure 8 and figure 9 display the behavior of
table I as Mode 1. As indicated in the same table, the sequence different battery in both Mode 1 and 2, respective to their
of switching are shown to change from Mode 1 to Mode 2 of Mode change sequence. In charging of the EV batteries, the
presented EVs. However, in Mode 2, the DC load and EV0 voltage increases and the current is negative. In discharging,
were left out as they don’t change the mode i.e there are not the voltage decreases and current is positive. In the same
any EB or EMB charging and EV0 continues discharging. The figures, the charging and discharging controls are indicated
rest of EVs switch to G2V (charging from the grid) in Mode 2. and they respond appropriately. The stabilization of the DC
The switching algorithm and sequence from Mode 1 to Mode
2 and vice-versa, together with the charging and discharging
controls are illustrated in the figure 6 and in table I. The off-
board charger cut-off voltage is 433V DC, while the cut-off
current is ±100A.

D. Simulations and Results

The simulation was run in Simulink for 2.5 seconds, with
focus on: battery charging and discharging modes (CC and
CV), DC-link voltage control and the control of Id and Iq-axis
current, V2G and G2V as well as the complete power profile of
the grid to show the grid behavior. The figure 7 demonstrates

Fig. 9. Battery Current controls in Mode 1 and Mode 2

link was mentioned in this work. It was achieved through the

cascaded control in which the inner loop controls the Id-axis
current, while the outer loop regulated the DC link voltage.
The figure 10 shows the results of both indicated controls
and the tracking is as expected. The grid voltage and current

Fig. 7. Illustration of CC and CV in both Mode1 and Mode2

the CC and CV modes of battery charging and discharging.

The EV2 is shown in both Mode 1 and 2, illustrates the fact
that charging current is constant before the voltage reaches
the cut-off, after cut-off voltage is constant and current starts
decreasing and Vice-versa.

Fig. 10. Vdc link and Id-axis current controls

are presented in figure 11. During the G2V mode, current

Fig. 8. Battery voltage in both Mode 1 and Mode 2
and voltage are in phase. And they are 180◦ out-of-phase in
V2G. There isn’t power supply from the grid when the supply
from some EVs in V2G can fulfill the demand of the EVs in
G2V and the DC load(charging the EBs and EMBs). In this
case the power from the grid is zero and Vehicle-to-Vehicle
(V2V) or Vehicle-to-Load (V2L) as new modes of operation
are produced. The complete active power profile is illustrated
in figure 12. The negative active power from 0 to 1.2 seconds
shows the V2G mode i.e the EVs feed the power back to the
grid and supply the DC load. The zero active power ( from

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 and reception was shown in this work. The complete topology
built in Simulink illustrated that the G2V, V2G and possible
auxiliary modes (V2V, V2L, G2L) are feasible.
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Fig. 12. Grid Active Power Profile

The reactive power injection, regulation and compensation

during the AC-DC conversion and vice-versa as well as the
effect power and load imbalance are not involved in this study.
The further study is being done and these issues will be
published in future works.

IV. C ONCLUSIONS
The model of electric grid behavior in the presence of ran-
dom charging and discharging of EVs was shown in this work.
The bi-directional operation feasibility was demonstrated. EVs
battery charging and discharging controls were illustrated. The
behavior of the grid in terms of active power contribution

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