An Improved Energy Management Strategy for a

DC Microgrid including Electric Vehicle Fast

Charging Stations
Siham Naser Hendi Alalwan Amjad Muneim Mohammed
Electrical and Electronics Engineering Department Electrical and Electronics Engineering Department
Muğla Sıtkı Koçman University Muğla Sıtkı Koçman University
Muğla, Turkey Muğla, Turkey
[email protected] [email protected]

Akın Taşcıkaraoğlu João P.S. Catalão

2021 International Conference on Smart Energy Systems and Technologies (SEST) | 978-1-7281-7660-4/21/$31.00 ©2021 IEEE | DOI: 10.1109/SEST50973.2021.9543312

Electrical and Electronics Engineering Department Institute for Systems and Computer Engineering, Technology and
Muğla Sıtkı Koçman University Science (INESC-TEC), Porto, Portugal, and Faculty of
Muğla, Turkey Engineering, University of Porto (FEUP), Porto, Portugal
[email protected] [email protected]

Abstract—The number of electric vehicles (EVs) on the road Besides, these units might still contribute to the carbon
is expected to continue to increase during the next decades due emission indirectly as a large portion of the energy
to various factors such as the rapid progress in EV technology requirement of EV charging stations (EVCS) is supplied by
and decreasing battery prices. The prolonged battery charging power grids. Also, the nonlinear characteristics of EVCSs
process, which is one of the main problems that affects the
affect the power quality by causing voltage fluctuations and
increased EV penetration, makes the fast charging units more
attractive and efficient option for the charging stations. In this power losses [4]. These problems are especially of great
study, a control strategy for a DC microgrid including electric importance for the residential level-3 DC EV fast charging
vehicle fast charging station (EVFCS) and distributed units as they are connected to the distribution networks
generation units is presented to examine the impacts of EVFCS directly.
on the grid as well as their potential contributions to the system In order to alleviate the negative effects of the
operation in the case of considering the vehicle-to-grid (V2G) abovementioned problems, the electric vehicle fast charging
technology. It is especially aimed to mitigate the voltage sag and stations (EVFCSs) have been recently used in microgrid
swell problems by using the EV battery as a DC source of a environments coupled with distributed generation. García-
distribution static compensator (D-STATCOM) device.
Triviño et al. [5] proposed a decentralized control method for
Simulation studies in MATLAB Simulink/SimPower systems
show that considerable improvements can be achieved from the a grid-connected microgrid consisting of two EVFCSs,
perspective of distribution system operation such as improved photovoltaic (PV) panels and an energy storage system (ESS)
voltage quality and from the perspective of end users such as to maintain the medium voltage DC bus voltage and the state-
decreased charging durations. of-charge (SOC) of ESS within predefined thresholds. A
similar DC microgrid structure including EVCSs with slow
Keywords—Electric vehicles, fast charging stations,
microgrid, distributed generation, V2G. and fast charging modes, a PV system and an electrochemical
storage system was considered in [6] and an EVCS power
I. INTRODUCTION management strategy based on power limitation and driver
Recent technological advances and anticipated economic choices was proposed. The potential of integrating EVFCSs
and environmental benefits have significantly increased the and a PV system in a microgrid architecture was investigated
number of electric vehicles (EVs) on the road at the last in [7] in terms of economic benefits. Another PV- and ESS-
decade. According to Energy Outlook and International integrated DC microgrid was considered by Wang et al. [8]
Energy Agency (IEA), the EV number is expected to reach and a decentralized primary control method based on the
250 million by 2030 [1]. One of the main barriers that hinders adaptive droop control of the ESS was developed for less
the full potential of increased EV penetration is the limited frequent grid connection and higher PV penetrations. Wang et
charging rate of EV charging units, which generally causes al. presented a model-based continuous differentiable
long charging periods. For instance, traditional EV charging charging approach for EVCSs in microgrids with the aim of
units, namely, level 1 and level 2 chargers can fully charge a reducing the charging time without scarifying battery health
depleted battery between four and sixteen hours, which is only [9]. Another DC microgrid structure including PV rooftops,
feasible for overnight or charging at work [2]. Therefore, the ESSs and EVFCSs was considered in [10] with the targeted
level-3 DC EV fast charging units, which have the capability innovations for both system manager and end-user.
of charging an EV in less than 30 minutes come into As can be seen from the studies mentioned above, in the
prominence recently; however, the high charging power value case of using EVFCSs in a microgrid environment, which has
of these units brings additional burden on the power grids [3]. the capability of effectively managing energy exchanges with
the power grid and among its components, the energy

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requirements of the EVFCSs can be provided with less power II. SYSTEM DESCRIPTION
losses and higher economic benefits while also limiting the
peak-to-average load ratio. In addition to these studies mainly A DC microgrid is considered in the study due to its
aiming to decrease the impacts of EVFCSs on the grid, the use advantages for EVFCSs compared to AC microgrid on
of the available energy in the batteries of EVs connected to especially improving the peak performance of the public grid
EVFCSs, which is called vehicle-to-grid (V2G) technology, without increasing the grid capacity. Besides, PV arrays are
has been also investigated in several recent studies for the deployed as distributed generation units in the proposed
purpose of supporting the distribution system operation. structure since the installation of wind turbines necessitates
Ahmad et al. [11] presented an energy management method the availability of adequate locations and large premises,
based on switching mechanism among trading markets for which is a major challenge in urban areas. Also, the prospects
public EVCSs integrated with a microgrid and dealt with the of using PV power for charging applications are very diverse
balancing of total load demand and generated power by also as the power production from PV arrays offers greater
considering V2G. An EVCS equipped with a PV array, an flexibility for the integration with the EVFCSs while the
ESS and a diesel generator was used in [12] with the objective unstable nature of wind speed makes it less granulated for
of providing the required charging energy in both islanded and charging applications as compared to PV systems. In
grid-connected modes. Rodrigues et al. [13] proposed a addition, a diesel generator connected to the PV source is
holistic V2G coordinated approach for EVs in unbalanced used to provide the necessary means of support to the PV
smart microgrid environments in order to support the network system at various time intervals. The coordinated operation
by using the available stored energy in EVs. Salvatti et al. [14] of the PV-diesel generator offers a reasonable way to
presented an energy management approach for microgrids eliminate the need for energy storage device in terms of the
containing an EV parking lot, PV arrays and dynamic loads, system economics.
in which PV production and load demand predictions are used In this study, a low-voltage DC microgrid including
to optimize the EVs’ charging and discharging profiles. EVFCS and distributed generation units is considered as
Another control and scheduling approach for charging and shown in Fig. 1. The proposed system uses a solar PV array
discharging of EVs was developed in [15] to enable the with standard conditions (1000W/m2 irradiance, 25oC
integration of a high number of EVs in a microgrid. For the temperature), a diesel generator set and grid energy to charge
purpose of protecting the EV batteries and saving their the EVs connected to EVFCS.
lifetime during the grid connections, a V2G scheduling The proposed system parameters are given in Table I. The
approach based on frequency control was proposed in [16]. detailed model of PV arrays and diesel generator can be found
As seen from the literature reviewed above, several studies in [19], [20]. In the proposed model structure, the PV string is
have considered the use of V2G technology for supporting the connected to the DC link through a DC/DC converter and the
grid; however, none of these studies investigated the EVFCS is linked to the DC bus through bidirectional DC/DC
possibility of using EV battery in V2G mode as a DC voltage charger. The electrical grid, diesel generator and other loads
source in a distribution static compensator (D-STATCOM) are connected to the DC link through individually controlled
system to further improve power quality. Motivated by this AC/DC inverters. The inverters’ control are modulated in this
fact and by the results presented in the literature showing that system through the pulse width modulation (PWM) signals
EVs can considerably contribute to the flexibility of generated by the inner current and voltage loop PI controller
distribution systems in microgrid environments, and that based on the design introduced in [21]. It is noted that a
EVFCSs have been gaining growing interest in the recent PWM-PI controller is used in the proposed model structure
years, a low-voltage DC microgrid including level-3 EVFCS, since it is one of the most widely used methods in the control
solar PV arrays and a diesel generator as distributed of inverter-based microgrids; however, any improved method
generation units is considered in this study. A control strategy such as model predictive control can be easily implemented
based on adaptively controlling the converters of distributed for different objectives.
generation units and EVFCSs is proposed by also considering
V2G technology for EVFCSs with the objectives of providing III. DECENTRALIZED CONTROL SYSTEM BASED
flexibility in the distribution system operation, decreasing the ON PI CONTROLLERS
EV charging times and mitigating the impacts of voltage sag
and swell in the distributed grid. In the study, a decentralized control system (DCS) is
The contributions of the study are twofold: adopted, which means that each component of the charging
1) A control strategy for a low-voltage DC microgrid station works independently from the rest of the system.
including distributed generation units and level-3 EVFCS Thus, independent controllers based on PI systems are
with V2G technology is considered. developed for the power converters of the diesel generator
2) The idea of using a battery storage system as a DC source and the grid. This control system is preferred as it allows an
of a D-STATCOM device, which was proven as an effective easy integration of new elements to the EVFCSs without
approach in the literature [17], [18], is extended for the affecting on the other elements of the system.
batteries of EVs for the first time in the literature. With regard to the PV system, as the main objective of the
The rest of this paper is organized as follows: Section II boost converter is to track the maximum power point of the
describes the system structure considered in the study and PV array by regulating the solar panel terminal voltage using
Section III elucidates the proposed control strategy. Section the power voltage characteristic curve, PV is assumed to
IV describes the EV battery-integrated D-STATCOM. The work in the maximum power point tracking (MPPT) so that
case studies and simulation results are presented in Section V. PI control is not necessary.
Finally, the last section highlights the concluding remarks.

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 Fig. 2. Inverter control system [21].

Fig. 1. Schematic diagram of the proposed system.

TABLE I. EVFCS input parameters

Parameter Values Parameter Values Fig. 3. Constant current battery charger control [12].
170 kW X/R ratio 7
300 kW 103.8
kW Depending on the desired charging method, two identical
480 V Battery capacity 100 Ah control approaches can be implemented: constant current
400 V Battery initial SOC 60% (CC) and constant voltage (CV). CC strategy is a unified
50 Hz Battery response 1e-3 control method that is equivalent to use the battery as a
time Sec 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
The main goal of this decentralized control is to maintain the
output of PI controller defines the buck-mode operation of the
LVDC bus voltage in a reference range and keep the power
EV charger [21], [24]. In this study, a CC control
balance in the EVFCS. The LVDC bus is optioned by
methodology is implemented to operate the battery as a
controlling the output of the diesel generator, PV system and
current source. The PI controller parameters are 5 ( ) and
grid at the voltage reference.
0.0005 ( ), respectively. Eqs. (1-4) show the algorithm that
III.A. Inverters control could perform PWM charger mode organically.
The control objective of the voltage source AC/DC
inverter is to maintain 730V DC-bus voltage for EVFSC. = − (1)
When energy production or load demand changes, the DC-
bus voltage is adjusted to the constant value so as to observe !"
= + $ (2)
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 three PI controllers. It consists = − (3)
of one outer voltage loop and two current loops. !"
Synchronization with the grid and diesel voltage is performed = + $ (4)
through a phase locked loop (PLL) [20].
Fig.2 illustrates the proposed inverter control system, in where is the EV battery voltage, is the battery current
which the DC bus voltage is controlled by the d-axis outer of the EV, is the pulse current and and are
loop and the active AC current is controlled by the inner loop. the reference EV battery charger voltage and current,
The reactive current is set to zero. The PLL system uses respectively.
the AC source voltage as an input and the output , and
frequency signals are obtained for use in the frame inverter IV. VOLTAGE SAG/SWELL MITIGATION WITH EV
control [21]. The proportional and integral gain of PI BATTERY-INTEGRATED D-STATCOM
controller are 0.5 and 200, which are obtained using the trial-
and-error method. As EV battery with V2G can be used for peak shaving or
valley falling and it contributes significantly to grid stability
III.B. EV charger control [18], EV battery in V2G mode can also be used as DC voltage
source in D-STATCOM device to improve power quality. In
The EV battery charger control is designed based on the order to have flexible charging or discharging rates as shown
model described in [24]. The battery, power converter and in Fig. 4, the charging and discharging are separated at the
controller are the three key components of the charging AC-DC converter stages [25]. The system consists of
system. The control system consists of PI controllers, and the bidirectional DC-DC converter and two AC/DC converters
PWM generator is used to provide pulses to the IGBTs of the for two-way operation.
DC/DC converter, as shown in Fig. 3.

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 V. SIMULATION RESULTS

EVFCS decentralized control strategy simulation with on-

board 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 D-
STATCOM grid 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.

Fig. 4. Block diagram of EV Charger and V2G integrator. 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
Fig. 5. Block diagram of D-STATCOM connected to the 3-phase distribution
line. 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
Fig. 6. PI Control scheme designed for the D-STATCOM. 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
TABLE II. D-STATCOM parameters
0.4 seconds, the SW1 is opened and stays throughout the rest
of the simulation.
Parameter Values Parameter Values
Filter resistor 0.6419 Ω Inverter resistance 1 mΩ On the other hand, voltage swell is occurred in the period
Filter capacitor 7.89 μF PI controller (Kp) 0.025
from 0.6 to 0.8 seconds when 20 kW heavy load (Load2) is
Filter inductor 0.0064 H PI controller (Ki) 0.00025
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
D-STATCOM is a shunt-connected power electronics- simulation. The percentage of sag/swell for the system is
based device, which is generally connected near the load at calculated by Eq. (6):
the distribution systems to mitigate power quality problems
such as voltage sag, voltage swell and harmonics[26]. In
general, D-STATCOM consists of four main parts, namely, ./01 ,234) .156,17899 ,234)
sag, swell,%) = × 100 (1)
voltage source inverter (VSI), LC filter, control circuit and ./01 ,234)
DC source, as shown in Fig. 5.
In this work, EV is proposed as a DC source for the D-
Based on Fig. 11 and Fig. 12, it is clear that the voltage
STATCOM and PI controller shown in Fig. 6 is proposed to
sag/swell problems are mitigated when the proposed EV
regulate the required terminal voltage at the PCC where the
battery-connected D-STATCOM with PI voltage control
sensitive loads are connected under system disturbances. The
strategy is injected in the distribution grid. During these
D-STATCOM and PI controller design procedure are adapted
periods, the EV will act as a DC source and begin to discharge
from [26] and the obtained parameter values are presented in
its stored energy, as shown in Fig. 13(a). As a result, the EV
Table II.
voltage decreases and the EV current increases to compensate

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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.

Fig. 11. Three phase voltage profile at load point with D-STATCOM.

Fig. 7. Variation of EV battery variables for charging operation: (a) battery

SOC, (b) battery current.

Fig. 12. Voltage profile in (rms) at load point with D-STATCOM.

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

Fig. 9. Three phase voltage profile at load point.

Fig. 13. EV battery results for discharging operation: (a) battery SOC, (b)
battery current, and (c) battery voltage.

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
Fig.10. Voltage profile in (rms) at load point. mitigate voltage sag/swell is considered in this paper. The D-

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