International Journal for Multidisciplinary Research (IJFMR)

E-ISSN: 2582-2160 ● Website: [Link] ● Email: editor@[Link]

An Improved Energy Management Strategy for

DC Microgrid including Electric Vehicle Fast
Charging Stations
Parul M. Shende1, Vishal M. Pimpalkar2
1
P.G. Student at Ballarpur Institute of Technology, Ballarpur- 442901
2
Assistant Professor at Ballarpur Instituteof Technology, Ballarpur-442901

Abstract:
Growing world concern over greenhouse gas emission, the promises of efficient energy, the development
of battery characteristics and falling of its prices have led to the rapid increasing adoption of EVs. The
number of electric vehicles (EVs) on the road is expected to continue to increase during the next decades
due to various factors such as the rapid progress in EV technology and decreasing battery prices The
prolonged battery charging process, which is one of the main problems that affects the increased EV
penetration, makes the fast-charging units more attractive and efficient option for the charging stations.
In this study, a control strategy for a DC microgrid including electric vehicle fast charging station
(EVFCS) and distributed generation units is presented to examine the impacts of EVFCS on the grid as
well as their potential contributions to the system operation in the case of considering the vehicle-to-grid
(V2G) technology. It is especially aimed to mitigate the voltage sag and swell problems by using the EV
battery as a DC source of a distribution static compensator (D-STATCOM) device. Simulation studies in
MATLAB Simulink/Sim Power systems show that considerable improvements can be achieved from the
perspective of distribution system operation such as improved voltage quality and from the perspective
of end users such as decreased charging durations.

Keywords: Electric vehicles, fast charging stations, microgrid, distributed generation, V2G.

I. INTRODUCTION
The rapid development of electric vehicles (EVs) increases the power demand, which causes an extra
burden on public grid, increasing the load fluctuations and, therefore, hindering the high penetration of
EVs. In many countries, greenhouse gas emission reduction plans have been implemented and one of the
promising solutions is transport electrification. Recent technological advances and anticipated economic
and environmental benefits have significantly increased the number of electric vehicles (EVs) on the road
at the last decade. According to Energy Outlook and International Energy Agency (IEA), the EV number
is expected to reach 250 million by 2030. One of the main barriers that hinders the full potential of
increased EV penetration is the limited charging rate of EV charging units, which generally causes long
charging periods. For instance, traditional EV charging units, namely, level 1 and level 2 chargers can
fully charge a depleted battery between four and sixteen hours, which is only feasible for overnight or
charging at work [1]. Therefore, the level-3 DC EV fast charging units, which have the capability of

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charging an EV in less than 30 minutes come into prominence recently; however, the high charging power
value of these units brings additional burden on the power grids [2].
Besides, these units might still contribute to the carbon emission indirectly as a large portion of the
energy requirement of EV charging stations (EVCS) is supplied by power grids. Also, the nonlinear
characteristics of EVCSs affect the power quality by causing voltage fluctuations and power losses [3].
These problems are especially of great importance for the residential level-3 DC EV fast charging units
as they are connected to the distribution networks directly.
In order to alleviate the negative effects of the above-mentioned problems, the electric vehicle fast
charging stations (EVFCSs) have been recently used in microgrid environments coupled with distributed
generation. GarcíaTriviño et al. proposed a decentralized control method for a grid-connected microgrid
consisting of two EVFCSs, photovoltaic (PV) panels and an energy storage system (ESS) to maintain the
medium voltage DC bus voltage and the state of-charge (SOC) of ESS within predefined thresholds. A
similar DC microgrid structure including EVCSs with slow and fast charging modes, a PV system and an
electrochemical storage system was considered in [4] and an EVCS power management strategy based on
power limitation and driver choices was proposed. The potential of integrating EVFCSs and a PV system
in a microgrid architecture was investigated in [5] in terms of economic benefits. Another PV- and ESS
integrated DC microgrid was considered by Wang et al. [6] and a decentralized primary control method
based on the adaptive droop control of the ESS was developed for less frequent grid connection and higher
PV penetrations. Wang et al. presented a model-based continuous differentiable charging approach for
EVCSs in microgrids with the aim of reducing the charging time without scarifying battery health. Another
DC microgrid structure including PV rooftops, ESSs and EVFCSs was considered in [7] with the targeted
innovations for both system manager and end-user.
As can be seen from the studies mentioned above, in the case of using EVFCSs in a microgrid
environment, which has the capability of effectively managing energy exchanges with the power grid and
among its components, the energy requirements of the EVFCSs can be provided with less power losses
and higher economic benefits while also limiting the peak-to-average load ratio. In addition to these
studies mainly aiming to decrease the impacts of EVFCSs on the grid, the use of the available energy in
the batteries of EVs connected to EVFCSs, which is called vehicle-to-grid (V2G) technology, has been
also investigated in several recent studies for the purpose of supporting the distribution system operation.
Ahmad et al. presented an energy management method based on switching mechanism among trading
markets for public EVCSs integrated with a microgrid and dealt with the balancing of total load demand
and generated power by also considering V2G. An EVCS equipped with a PV array, an ESS and a diesel
generator was used in [9] with the objective of providing the required charging energy in both islanded
and grid-connected modes. Rodrigues et al. proposed a holistic V2G coordinated approach for EVs in
unbalanced smart microgrid environments in order to support the network by using the available stored
energy in EVs. Salvatti et al. [10] presented an energy management approach for microgrids containing
an EV parking lot, PV arrays and dynamic loads, in which PV production and load demand predictions
are used to optimize the EVs’ charging and discharging profiles. Another control and scheduling approach
for charging and discharging of EVs was developed in to enable the integration of a high number of EVs
in a microgrid. For the purpose of protecting the EV batteries and saving their lifetime during the grid
connections, a V2G scheduling approach based on frequency control was proposed in [11].

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E-ISSN: 2582-2160 ● Website: [Link] ● Email: editor@[Link]

As seen from the literature reviewed above, several studies have considered the use of V2G technology
for supporting the grid; however, none of these studies investigated the possibility of using EV battery in
V2G mode as a DC voltage source in a distribution static compensator (D-STATCOM) system to further
improve power quality. Motivated by this fact and by the results presented in the literature showing that
EVs can considerably contribute to the flexibility of distribution systems in microgrid environments, and
that EVFCSs have been gaining growing interest in the recent years, a low-voltage DC microgrid including
level-3 EVFCS, solar PV arrays and a diesel generator as distributed generation units is considered in this
study. A control strategy based on adaptively controlling the converters of distributed generation units and
EVFCSs is proposed by also considering V2G technology for EVFCSs with the objectives of providing
flexibility in the distribution system operation, decreasing the EV charging times and mitigating the
impacts of voltage sag and swell in the distributed grid.
The contributions of the study are twofold:
1) A control strategy for a low-voltage DC microgrid including distributed generation units and level-
3 EVFCS with V2G technology is considered.
2) The idea of using a battery storage system as a DC source of a D-STATCOM device, which was
proven as an effective approach in the literature [12] is extended for the batteries of EVs for the first time
in the literature.
The rest of this paper is organized as follows: Section II describes the system structure considered in
the study and Section III elucidates the proposed control strategy. Section IV describes the EV battery-
integrated D-STATCOM. The case studies and simulation results are presented in Section V. Finally, the
last section highlights the concluding remarks.

II. SYSTEM DESCRIPTION

A DC microgrid is considered in the study due to its advantages for EVFCSs compared to AC microgrid
on especially improving the peak performance of the public grid without increasing the grid capacity.
Besides, PV arrays are deployed as distributed generation units in the proposed structure since the
installation of wind turbines necessitates the availability of adequate locations and large premises, which
is a major challenge in urban areas. Also, the prospects of using PV power for charging applications are
very diverse as the power production from PV arrays offers greater flexibility for the integration with the
EVFCSs while the unstable nature of wind speed makes it less granulated for charging applications as
compared to PV systems. In addition, a diesel generator connected to the PV source is used to provide the
necessary means of support to the PV system at various time intervals. The coordinated operation of the
PV-diesel generator offers a reasonable way to eliminate the need for energy storage device in terms of
the system economics.
In this study, a low-voltage DC microgrid including EVFCS and distributed generation units is
considered as shown in Fig.1. The proposed system uses a solar PV array with standard conditions
(1000W/m2 irradiance, 25oC temperature), a diesel generator set and grid energy to charge the EVs
connected to EVFCS.
The proposed system parameters are given in Table I. The detailed model of PV arrays and diesel
generator can be found in [13], [14]. In the proposed model structure, the PV string is connected to the
DC link through a DC/DC converter and the EVFCS is linked to the DC bus through bidirectional DC/DC
charger. The electrical grid, diesel generator and other loads are connected to the DC link through

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E-ISSN: 2582-2160 ● Website: [Link] ● Email: editor@[Link]

individually controlled AC/DC inverters. The inverters’ control is modulated in this system through the
pulse width modulation (PWM) signals generated by the inner current and voltage loop PI controller based
on the design introduced in [15]. It is noted that a PWM-PI controller is used in the proposed model
structure since it is one of the most widely used methods in the control of inverter-based microgrids;
however, any improved method such as model predictive control can be easily implemented for different
objectives.

III. DECENTRALIZED CONTROL SYSTEM BASED ON PI CONTROLLERS

P-I controller is mainly used to eliminate the steady state error resulting from P controller. However,
in terms of the speed of the response and overall stability of the system, it has a negative impact. This
controller is mostly used in areas where speed of the system is not an issue. Since P-I controller has no
ability to predict the future errors of the system it cannot decrease the rise time and eliminate the
oscillations. If applied, any amount of I guarantees set point overshoot. In the study, a decentralized control
system (DCS) is adopted, which means that each component of the charging station works independently
from the rest of the system. Thus, independent controllers based on PI systems are developed for the power
converters of the diesel generator and the grid. This control system is preferred as it allows an easy
integration of new elements to the EVFCSs without affecting on the other elements of the system.
With regard to the PV system, as the main objective of the boost converter is to track the maximum
power point of the PV array by regulating the solar panel terminal voltage using the power voltage
characteristic curve, PV is assumed to work in the maximum power point tracking (MPPT) so that PI
control is not necessary.

Fig.1. PI Controller

Fig. 2. Schematic diagram of the proposed system.

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Fig. 3. Inverter control system

The main goal of this decentralized control is to maintain the LVDC bus voltage in a reference range
and keep the power balance in the EVFCS. The LVDC bus is optioned by controling the output of the
diesel generator, PV system and grid at the voltage reference.

Fig. 4. Constant current battery charger control [12].

Paramet Values Parameter Value

er s
Ppv 170 kW X/R ratio 7
Pdisel 300 kW PEV 103.8
kW
Vbat 480 V Battery capacity 100
Ah
Vgrid 400 V Battery initial 60%
SOC
fgrid 50 Hz Battery 1e-3
response time Sec

TABLE I. EVFCS input parameters

III.A. Inverters control
The control objective of the voltage source AC/DC inverter is to maintain 730V DC-bus voltage for
EVFSC. When energy production or load demand changes, the DC bus voltage is adjusted to the constant
value so as to observe the power balance within the system and to exchange power between the microgrid
and the grid. A control theory is proposed in this study using the
three PI controllers. It consists of one outer voltage loop and two current loops. Synchronization with the
grid and diesel voltage is performed through a phase locked loop (PLL) [14].
Fig.2 illustrates the proposed inverter control system, in which the DC bus voltage is controlled by the
d-axis outer loop and the active AC current is controlled by the inner loop. The reactive current is set to
zero. The PLL system uses the AC source voltage as an input and the output, and frequency signals are

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obtained for use in the frame inverter control [15]. The proportional Kp and integral Ki gain of PI controller
are 0.5 and 200, which are obtained using the trailhand-error method.
II.B. EV charger control
The EV battery charger control is designed based on the model described in [18]. The battery, power
converter and controllers are the three key components of the charging system. The control system
consists of PI controllers, and the PWM generator is used to provide pulses to the IGBTs of the DC/DC
converter, as shown in Fig. 3.
Depending on the desired charging method, two identical control approaches can be implemented:
constant current (CC) and constant voltage (CV). CC strategy is a unified control method that is equivalent
to use the battery as a current source and the output of PI controller defines the boost-mode operation of
the EV charger. While CV strategy is equivalent to use the battery as voltage source and the output of PI
controller defines the buck-mode operation of the EV charger [15], [18]. In this study, a CC control
methodology is implemented to operate the battery as a current source. The PI controller parameters are
5 (Kp) and 0.0005 (Ki), respectively. Eqs. (1-4) show the algorithm that could perform PWM charger
mode organically.
Vev-error = Vev-ref – Vev (1)
𝐾𝑖
Iev-ref = Vev-error ( 𝑠 + 𝐾𝑝) (2)
Iev-error = Iev-ref – Iev (3)
𝐾𝑖
Iep = Iev-error ( 𝑠 + 𝐾𝑝) (4)

Where Vev is the EV battery voltage, Iev is the battery current of the EV, Iep is the pulse current and Vev-
ref and Iev-ref are the reference EV battery charger voltage and current, respectively.
IV. VOLTAGE SAG/SWELL MITIGATION WITH EV BATTERY-INTEGRATED D-STATCOM
As EV battery with V2G can be used for peak shaving or valley falling and it contributes significantly
to grid stability, EV battery in V2G mode can also be used as DC voltage source in D-STATCOM device
to improve power quality. In order to have flexible charging or discharging rates as shown in Fig. 4, the
charging and discharging are separated at the AC-DC converter stages [19]. The system consists of
bidirectional DC-DC converter and two AC/DC converters for two-way operation.

Fig. 5. Block diagram of EV Charger and V2G integrator.

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Fig. 6. Block diagram of D-STATCOM connected to the 3-phase distribution line.

Fig. 7. PI Control scheme designed for the D-STATCOM.

TABLE II. D-STATCOM parameters

Parameter Values Parameter Values

Filter 0.6419 Inverter 1 mΩ
resistor Ω resistance
Filter 7.89 PI 0.025
capacitor μF controller
(Kp)
Filter 0.0064 PI 0.00025
inductor H controller
(Ki)

D--STATCOM is a shunt-connected power electronics based

device, which is generally connected near the load at the distribution systems to mitigate power quality
problems such as voltage sag, voltage swell and harmonics [20]. In general, D-STATCOM consists of
four main parts, namely, voltage source inverter (VSI), LC filter, control circuit and DC source, as shown
in Fig. 5.
In this work, EV is proposed as a DC source for the DSTATCOM and PI controller shown in Fig. 6 is
proposed to regulate the required terminal voltage at the PCC where the sensitive loads are connected
under system disturbances. The D-STATCOM and PI controller design procedure are adapted from [20]
and the obtained parameter values are presented in
Table II.

V. SIMULATION RESULTS
EVFCS decentralized control strategy simulation with onboard charging and discharging (D-
STATCOM) modes is performed in MATLAB/Simulink environment. Three different energy sources are
utilized for charging EVFCS based on a LVDC bus. Moreover, the results of using a DSTATCOM grid
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connected in V2G (discharge) mode for voltage regulation are presented with PI control to maintain the
point of common coupling voltage at a nominal value when a voltage sag or swell occurs on grid voltage.

V.A. Charging of EV battery

Battery SOC and current variations for the EV battery during charging mode for a period of 1 second
are shown in Fig. 7. Fig. 7(a) and Fig. 7(b) refer to the battery SOC and charge current of 192 A. Besides,
Figure 8 shows the desired DC bus voltage of 730 V, which is obtained under three charging sources.
EVFCS is operated between 0 and 1 seconds, and the EV is simultaneously connected and charged from
all the microgrid energy sources at the first 0.52 seconds.
The PV and diesel generator are disabled from 0.52 to 1 seconds, and the EV is charged by drawing
energy from the utility grid. Figure 8 also depicts the DC bus voltage response to the shifting of the energy
sources. The voltage variation is less than 80 V in that case and it is stabilized in less than 0.2 seconds.

V.B. EV battery integrated D-STATCOM for voltage sag/swell mitigation

In this work, EV battery is proposed as a power supply to drive the D-STATCOM during
discharging mode to mitigate voltage sag/swell. As shown in Fig. 9 and Fig. 10, the voltage sag is appeared
in the period from 0.2 to 0.4 seconds when 20 kW heavy load (Load1) is added to the system by switching
SW1. In this case, the voltage drops by almost 24.3% with respect to the reference rms value (from 317 V
to 240 V). At 0.4 seconds, the SW1 is opened and stays throughout the rest of the simulation.

On the other hand, voltage swell is occurred in the period from 0.6 to 0.8 seconds when 20 kW heavy
load (Load2) is turned off by switching SW2. In that case, the voltage on the power line increases by
almost 38.1% with respect to the reference rms value (from 317 V to 438 V) and at 0.8 seconds, the SW2
is closed and stays throughout the rest of the simulation. The percentage of sag/swell for the system is
calculated by Eq. (6):

𝑉𝑟𝑚𝑠(𝑣𝑜𝑙)−𝑉𝑠𝑎𝑔,𝑠𝑤𝑒𝑙𝑙(𝑣𝑜𝑙)
sag, swell (%) = × 100 (1)
𝑉𝑟𝑚𝑠(𝑣𝑜𝑙)

Based on Fig. 11 and Fig. 12, it is clear that the voltage sag/swell problems are mitigated when the
proposed EV battery-connected D-STATCOM with PI voltage control strategy is injected in the
distribution grid. During these periods, the EV will act as a DC source and begin to discharge its stored
energy, as shown in Fig. 13(a). As a result, the EV voltage decreases and the EV current increases to
compensate the voltage drop during voltage sag period as shown in Fig. 13(b) and Fig. 13(c), respectively.
In the contrary, the EV voltage increases and the current decreases to help the recovery of the voltage to
its normal value (i.e., 300 V) during voltage swell period.

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8. Variation of EV battery variables for charging operation: (a) battery SOC, (b) battery current.

Fig. 8. DC bus voltage for different charging modes.

Fig. 9. DC bus voltage for different charging modes.

Fig. 10. Three phase voltage profile at load point.

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Fig.11. Voltage profile in (rms) at load point.

Fig. 12. Three phase voltage profile at load point with D- STATCOM.

Fig. 13. Voltage profile in (rms) at load point with D-STATCOM.

VI. CONCLUSION
This study presents the idea of using a simplified model of decentralized PI control with renewable
energy for fast charging modes in order to reduce grid reliance and make the system less polluted. The PI
controllers are used to control the converters of two system components independently to achieve a
coordinated operation. Besides, the idea of using an EV battery as a DC source for a D-STATCOM device
to mitigate voltage sag/swell is considered in this paper.
The D-STATCOM is built by integrating the PI control system and the implementation of the model
in MATLAB/Simulink and Sim Power Systems is described in detail. The results of the simulation studies

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conducted show that the proposed V2G system can be utilized to effectively overcome the power quality
problems by reducing voltage sag and swell problems. As a future direction, the effectiveness of the
proposed strategy is planned to be validated in a larger power grid including a higher number of
components.

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