© 2022 JETIR June 2022, Volume 9, Issue 6 www.jetir.

org (ISSN-2349-5162)

VEHICLE TO GRID (V2G) & GRID TO

VEHICLE (G2V) TECHNOLOGY USING DC
FAST CHARGING ARCHITECTURE
Shaila Boga1, Vishal Pimpalkar2
PG scholor1, Assistant professor2
Department of Electrical Engineering
Ballarpur Institute of Technology, Ballarpur ,India

Abstract- In micro-grids, electric vehicle batteries can be Society of Automotive Engineers defines three charging
used as potential energy storage devices. They can assist in levels.
micro-grid energy management by storing energy when A plug connects to the vehicle's on-board charger and a
there is a surplus (Grid-To-Vehicle, G2V) and supplying conventional household (120 V) outlet for Level 1
energy back to the grid when there is a demand for it charging. This is the slowest charging method and is
(Vehicle-To-Grid, V2G). In order to realise this concept, suitable for those who travel less than 60 km per day and
proper infrastructure and control systems must be have all night to charge. Level 2 charging employs a
established. This study presents an architecture for specialised Electric Vehicle Supply Equipment (EVSE) to
establishing a V2G-G2V system in a micro grid employing provide power at 220 V or 240 V and up to 30 A at home or
level-3 fast charging of electric vehicles. A micro-grid test at a public station. DC rapid charging is another name for
system with a dc fast charging station for connecting EVs is level 3 charging. DC fast charging stations deliver up to 90
modelled. V2G-G2V power transfer is demonstrated kW of charging power at 200/450 V, cutting charging time
through simulation research. The findings of the tests reveal in half to 20-30 minutes. Due to the rapid power transfer
that EV batteries may actively regulate power in the necessary when EVs are used for energy storage, DC fast
microgrid using G2V-V2G modes of operation. The charging is chosen for implementing a V2G architecture in
charging station's design guarantees that grid injected a microgrid. The dc bus can also be utilised to include
current has little harmonic distortion, and the controller renewable generation into the system.
provides good dynamic performance in terms of dc bus
voltage stability. The V2G idea has been used in the general power grid for
services such as peak shaving, valley filling, regulation, and
Keywords: Electric Vehicle, Vehicle to Grid, Grid to spinning reserves in the majority of prior studies [2]. The
Vehicle, Grid connected inverter . development of V2G technology in a micro-grid facility to
support power generation from intermittent renewable
1. INTRODUCTION energy sources is still in its early stages. In addition, most
of the works described [3] use level 1 and level 2 ac
Energy storage systems are crucial components of a charging for V2G technology. These ac charging systems
microgrid because they allow intermittent renewable energy are limited by the onboard charger's power rating. Another
sources to be integrated. When EV batteries are plugged in problem is that the distribution infrastructure was not built
for charging, they can be used as storage devices in micro- to handle bi-directional energy flow. In this case, research
grids. The majority of personal transportation cars are is needed to design technically viable charging station
parked for around 18 hours each day, during which time architectures to enable V2G technology in micro-grids. In a
they are an idle asset. EVs have the ability to assist in micro-grid facility, this work presents a dc rapid charging
micro-grid energy management by storing excess energy station infrastructure with V2G functionality. A solar
(G2V) and feeding it back to the grid when there is a photovoltaic (PV) array is integrated into the micro-grid
demand for it. V2G in the general power grid confronts using the same dc bus that connects EVs. Off-board
several obstacles, including being difficult to control, chargers can provide high-power bi-directional charging for
requiring a large number of EVs, and being difficult to EVs under the proposed architecture. The suggested
implement quickly [1]. In this scenario, a V2G system in a model's effectiveness is assessed using MATLAB/Simulink
micro-grid is simple to create. For electric vehicles, the simulations in both V2G and G2V modes of operation. The
organization of the paper is section 2 consist V2G
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configuration for DC fast charging station. Section 3 flows via the inductor and is completed by the anti-parallel
consist control system of DC fast charging station. Section diode of the top switch and the capacitor. In this situation,
4 will elaborate Microgrid test system configuration. the net power flow is from the vehicle to the grid (V2G),
Simulation and results explained in detail in section 5. while the battery is in discharge mode. The output voltage
Section 6 conclude the paper. during boost mode of operation is given by: If the capacitor
is large enough to generate a constant dc voltage, the output
2. V2G configuration for dc fast charging voltage is given by:

Off-board chargers connect electric vehicle batteries to the (2)

dc bus. Through an LCL filter and a step-up transformer, a
grid linked inverter connects the dc bus to the utility grid. Where 𝐷′ is the duty cycle of the lower switch.
The charging station's most critical components are listed
below.
2.2 LCL filter and grid connected Inverter

The grid connected inverter (GCI) converts dc bus voltage

to three-phase ac voltage and permits current to flow
backwards through anti-parallel diodes in each leg's
switches (Fig. 1). An LCL filter is connected to the
inverter's output terminals to reduce harmonics and produce
pure sinusoidal voltage and current. This work's design
technique for calculating the LCL filter parameters is based
on [4].

Fig.1 EV charging station for fast DC charging

2.1 Battery Charger Configuration

The chargers for dc fast charging are placed off-board and

housed in an EVSE. The essential building component of
an off-board charger with V2G functionality is a
Fig.2 Battery charger configuration
bidirectional dc-dc converter. It connects the electric
vehicle battery system to the dc distribution grid. Figure 2
depicts the converter arrangement. It comprises of two
IGBT/MOSFET switches controlled by complementary
3. CONTROL SYSTEM
control signals at all times.
3.1 OFF Board Charger Control
2.1.1 Charging Mode (Buck activate)
For charge/discharge control of the battery charger
The converter functions as a buck converter when the upper circuit, a constant current control approach [5]
switch is on, scaling down the input voltage to battery using PI controllers is used, as shown in Fig.3. To
charging voltage. Current travels through the switch and determine the polarity of the current signal and
inductor to the battery when the switch is turned on. This is choose between charging and discharging modes
the charging process, in which power is transferred from of operation, the controller compares the reference
the grid to the car (G2V). When the switch is turned off, the battery current to zero. After selecting the mode,
current flows back through the lower switch's inductor and the reference current is compared to the measured
diode, completing the circuit. The battery voltage is given current, and the error is routed via a PI controller
by: to generate the Sbuck/Sboost switching pulses.
During the charging process, Sboost will be turned
𝑉𝐵𝑎𝑡𝑡 =𝑉𝐷𝐶 ∗𝐷 (1) off, and Sbuck will be turned off during the
discharging phase.
2.1.2 Discharging Mode (Boost activate)

The converter operates as a boost converter when the lower

switch is on, ramping up the battery voltage to the dc bus
voltage. When the switch is in the on position, current
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tracking (MPPT) controller connects the solar PV

to this dc bus as well. A 25 kV distribution feeder
and a 120 kV equivalent transmission system
make up the utility grid. At the point of common
coupling, the wind turbine-driven doubly-fed
induction generator is connected to the micro-grid
(PCC). Transformers are used to increase voltages
and connect the ac systems to the utility grid.
Figure 5 shows a proposed setup for a microgrid
test system.

Fig.3 Constant current control strategy

3.2 INVERTER CONTROL

For the inverter controller, a cascade control in

synchronous reference frame is presented. Figure
4 [4] shows the usual vector control utilising four
PI controllers in a layered loop. Two outside
voltage control loops and two inner current control
loops make up the control structure. The active ac
current is controlled by the d-axis inner loop,
while the dc bus voltage is controlled by the outer
loop. Similarly, the q-axis outer loop adjusts the
reactive current, which is regulated by the q-axis
inner current loop, to regulate the ac voltage Fig. 5 Proposed microgrid test system configuration
magnitude. To boost performance during
transients, dq decoupling terms L and feedforward 5. SIMULATION AND RESULTS
voltage signals have been introduced.
The process for designing charging stations was
adopted from [4], and the obtained parameter
values are listed in Appendix. The wind turbine is
set to its rated speed, producing a maximum
output power of 100 kW. The solar PV system is
tested under normal test circumstances
(1000W/m2 irradiance and 25°C temperature) and
produces a maximum power output of 50 kW. The
480 V ac bus is coupled to a 150 kW resistive
load. For unity pf operation, the reactive current
reference to GCI is set to zero. The initial state of
charge (SOC) of the electric vehicle batteries is set
to 50%. Once the steady state conditions have
been achieved, the V2G-G2V power transfer is
performed using the batteries of EV1 and EV2
(Fig. 1). Table I shows the current set-points for
the battery charging circuits of the EV1 and EV2
batteries, with the results illustrated in the
Fig.4 Inverter control system following images.

4. MICROGRID TEST SYSTEM Figures 6 and 7 show the battery parameters for
EV1 in V2G and EV2 in G2V mode
Figure 5 shows the configuration of the micro-grid
test system with the dc rapid charging station. The
system's generation sources include a 100 kW
wind turbine (WT) and a 50 kW solar PV array.
The EV battery storage system comprises of four
EV batteries that are connected to the charging
station's 1.5 kV dc bus through off-board chargers.
A boost converter with a maximum power point

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Fig. 6 Voltage, current, and SOC of EV1 battery

during V2G operation Fig. 8 Active power profile of various components
in the system

The inverter controller's outer voltage control loop

regulates the dc bus voltage at 1500 V, as shown
in Fig. 9. The inner current control loop, as shown
in Fig. 10, does this by tracking the altered d-axis
reference current. Figure 11 depicts the grid
voltage and current at PCC.

Fig 7 voltage, current, and SOC of EV battery

during G2V operation

Figure 8 depicts the active power contribution

from various system components. To Fig.9 Variation in DC bus voltage
accommodate the electricity transferred by the
EVs, the grid power adjusts. The negative polarity
of the grid power from 1s to 4s indicates that the
car is supplying power to the grid. At 4s, the
polarity of grid power changes, indicating that the
grid is supplying electricity to charge the vehicle
battery. The V2G-G2V operation is demonstrated
in this example. Furthermore, the net power at
PCC is zero, indicating that the system's power
balance is ideal.
Fig.10 Reference current tracking by
Inverter controller

The reverse power flow is shown by voltage and

current being in phase during G2V operation and
out of phase during V2G operation.

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controller that sends command signals to the individual EV

charging controllers.

REFERENCES

1. C. 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-togrid aggregator for frequency
regulation,” IEEE Trans. Smart Grid, vol. 1, no. 1,
pp. 65–72, 2010.
Fig.11 Grid voltage and grid injected current during
V2G-G2V operation
3. M. C. Kisacikoglu, M. Kesler, and L. M. Tolbert,
The grid injected current is subjected to a total “Single-phase on-board bidirectional PEV charger
for V2G reactive power operation,” IEEE Trans.
harmonic distortion (THD) analysis, as shown in
Smart Grid, vol. 6, no. 2, pp. 767–775, 2015.
Fig. 12. Harmonic current distortion for power
systems 69 kV and below is limited to 5% THD,
according to IEEE Std. 1547. The grid injected 4. A. Arancibia and K. Strunz, “Modeling of an
electric vehicle charging station for fast DC
current has a THD of 2.31 percent, which is
charging,” in Proceedings of the IEEE International
achieved because to the careful design of the LCL
Electric Vehicle Conference (IEVC), 2012, pp. 1–
filter. 6.
5. K. M. Tan, V. K. Ramachandaramurthy, and J. Y.
Yong, “Bidirectional battery charger for electric
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406–411.

Appendix
Charging Station Parameter

Parameter Value Parameter Value

Rated 250 EV rated power 40 kW
Capacity kVA
Fig. 12 Harmonic spectrum and THD of grid- VBatt 500 V Battery Capacity 48 Ah
injected current Cdc 850 µF Cfilter 133 µF
Linv 0.25 mH Lgrid 0.25 mH
6. CONCLUSION

This study presents the modelling and design of a V2G

system on a micro-grid using a dc rapid charging
architecture. To link EVs to the microgrid, a dc rapid
charging station with off-board chargers and a grid-
connected inverter is created. This power electro The
simulation findings show a seamless power transfer
between the EVs and the grid, with grid injected current
from the EVs meeting all applicable standards. In terms of
dc bus voltage stability and tracking the altered active
power reference, the developed controller performs well
dynamically. This paper considers the microgrid's active
power regulation features, and the proposed V2G system
can be used for a variety of different services such as
reactive power control and frequency regulation. Future
research should focus on the design of a supervisory

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