Chittagong University of Engineering and Technology

Department of Electrical and Electronic Engineering

24-hour Simulation of a Vehicle-To-Grid (V2G) System

Submitted By
Md. Torikul Islam

ID No: 1802003

&

Md. Shihanul Islam

ID No: 1802049

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1. Tentative Title: 24-hour Simulation of a Vehicle-To-Grid (V2G) System.

2. Background and Present state of the problem: With the increasing adoption of electric
vehicles and the growing demand for clean and sustainable energy solutions, the concept of a
Vehicle-to-Grid (V2G) system has gained significant attention in recent years. A V2G system
allows electric vehicles to not only receive energy from the grid but also to send energy back to
the grid when needed [6]. This two-way flow of energy has the potential to greatly benefit both
the electric vehicle owners and the electricity grid. Currently, the availability of V2G technology
is a key factor in modeling the possibility of selling energy from vehicle batteries to the grid [1].
According to a study on V2G modeling, the availability of V2G needs to be taken into account
when considering the feasibility of selling energy from vehicle batteries to the grid, but certain
technical details such as grid inverters may be abstracted away at the discretion of the authors
(source) [1]. The idea of V2G was first introduced by Kempton in 1997 [5]. Since then, researchers
and experts have further studied the feasibility and potential benefits of V2G systems. The 24-hour
simulation of a Vehicle-to-Grid (V2G) system is a topic of interest in the field of energy
management and renewable energy integration. Several research papers and scholarly articles
provide insights into this area of study.

One scholarly article, titled "A Case Study on 24-h Simulation of V2G System," discusses the
services provided by vehicle owners after the implementation of the V2G system to the grid and
presents a case study on a 24-hour simulation of the system [7]. The paper explores the various
aspects of the V2G system and its impact on the grid through simulation experiments. Another
relevant resource is a document from MathWorks, which provides a comprehensive guide to a 24-
hour simulation of a V2G system. This example focuses on using a V2G system to regulate the
frequency on a microgrid when events occur throughout a full day [8]. The document offers
technical details and step-by-step instructions on modeling and simulating the V2G system.

In a different study, researchers aim to improve a model of a hybrid photovoltaic system with a
storage battery for local object's self-consumption. This study involves the setting of power
consumed from the storage battery and its impact on the V2G system's overall performance [9].
The authors explore the implications of integrating a storage battery into the V2G system and
analyze its benefits in terms of self-consumption. Additionally, a research paper focuses on G2V
(Grid-to-Vehicle) operations and presents a 24-hour simulation of a V2G system. The simulation
aims to assess the feasibility of V2G functions for practical implementation [10].

Several research studies have focused on developing simulation models for V2G systems. For
instance, Zhang et al. (2017) proposed a comprehensive simulation framework that considers EV
mobility patterns, charging infrastructure, and grid characteristics [2]. Their model allows for the
evaluation of different V2G strategies and their impact on the grid's stability and energy costs.
Similarly, Li et al. (2018) developed a simulation tool that incorporates vehicle usage patterns,
charging infrastructure capacity, and grid constraints to optimize the V2G system's performance.

In addition to academic research, industry players have also contributed to the development of
V2G simulation models. For example, major electric vehicle manufacturers like Nissan and BMW
have developed their own V2G simulation tools to assess the feasibility and benefits of integrating
their EVs into the grid [3]. These tools consider factors such as battery degradation, charging

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efficiency, and grid capacity to provide realistic simulations and guide decision-making processes
[4].

The present state of the problem regarding the 24-hour simulation of a V2G system indicates that
significant progress has been made in developing comprehensive simulation models. However,
there are still challenges that need to be addressed. For instance, accurately predicting EV mobility
patterns and integrating real-time data into the simulation remains a challenge.

3. Objective with Specific aims and possible outcome:

1. Assess the impact of EV charging and discharging patterns on grid stability and management

2. To optimize Energy Utilization and reduce peak Demand

3. Investigate the economic viability of the Vehicle-to-Grid system

4. Methodology:

Define Simulation
Goals and Objectives:

Select Simulation
Tools

Create a Simulation
Model

Run the Simulation

Analyze Results

Iterate and Optimize

Documentation and
Reporting

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The methodology for a 24-hour simulation of a Vehicle-to-Grid (V2G) system involves a
comprehensive approach that combines simulation tools, data collection, modeling, and analysis.
Here's a step-by-step guide on how to conduct such a simulation:

1. Define Simulation Goals and Objectives: Clearly outline the aims and objectives of the
simulation. Determine the specific aspects of the V2G system that you want to study, such as
performance evaluation, grid stability, renewable energy integration, or economic benefits.
2. Select Simulation Tools: Choose appropriate simulation software or platforms that can model
the behavior of electric vehicles, energy storage systems, charging/discharging infrastructure,
and the electric grid. There are various tools available, such as energy management system
(EMS) software, power system simulation software, and vehicle modeling tools.
3. Create a Simulation Model:
• Develop a detailed model of the V2G system components, including EVs, charging
stations, energy storage systems, and the electric grid.
• Implement the logic and algorithms that govern the interactions between these
components. This includes charging and discharging strategies, energy
management algorithms, and grid response mechanisms.
• Incorporate realistic scenarios, such as varying demand profiles, renewable energy
generation fluctuations, and different EV usage patterns.
4. Run the Simulation:
• Conduct the 24-hour simulation by inputting the gathered data and scenarios into
the simulation model.
• Observe the behavior of the V2G system over the 24-hour period, considering
factors such as EV charging patterns, grid load, energy storage utilization, and any
interactions with renewable energy sources.
5. Analyze Results:
• Collect and analyze the simulation output data, which may include energy flows,
grid performance metrics, EV battery health assessments, economic evaluations,
and environmental impact assessments.
• Compare the results against the predefined objectives of the simulation to determine
the effectiveness of the V2G system in meeting its goals.
6. Iterate and Optimize:
• Identify areas for improvement based on the simulation results. This could involve
refining charging/discharging strategies, optimizing energy utilization, addressing
technical challenges, or proposing policy recommendations.
• Perform sensitivity analyses by testing the system under different scenarios or
parameter variations to understand its robustness and limitations.
7. Documentation and Reporting:
• Document the simulation methodology, including the software used, input data,
model assumptions, and key findings.
• Prepare a comprehensive report that highlights the simulation outcomes, insights,
and recommendations based on the analysis.

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By following this methodology, you can effectively simulate a 24-hour V2G system, gain valuable
insights, and make informed decisions regarding the implementation, optimization, and benefits
of such a system.

5. Simulink Model and Description:

Fig-01: Simulink model of the system

The microgrid is divided into four important parts: A diesel generator, acting as the base power
generator; A PV farm combined with a wind farm, to produce renewable energy; a V2G system
installed next to the last part of the system which is the load of the grid. The size of the microgrid
represents approximately a community of a thousand households during a low consumption day
in spring or fall. There are 100 electric vehicles in the base model which means that there is a 1:10
ratio between the cars and the households.

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(a) Diesel Generator:

Fig-02: Internal block diagram of the diesel generator

The diesel generator balances the power consumed and the power produced. We can determine the
frequency deviation of the grid by looking at the rotor speed of its synchronous machine.

Output Power:

Fig-03: Active and reactive power of the diesel generator

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(b) Renewable Energy Resource:

Fig-04: PV farm and Wind farm

There are two sources of renewable energy in this microgrid. First, a PV farm produces energy
proportional to three factors: the size of the area covered by the PV farm, the efficiency of the solar
panels and the irradiance data. Second, a simplified model of a wind farm produces electrical
power following a linear relationship with the wind. When the wind reaches a nominal value, the
wind farm produces the nominal power. The wind farm trips from the grid when the wind speed
exceeds the maximum wind value, until the wind gets back to its nominal value.
(c) Residential load and industrial inductive load:

Fig-05: Internal block diagram of the residential and industrial load

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The load is composed of residential load and an asynchronous machine that is used to represents
the impact of an industrial inductive load (like a ventilation system) on the microgrid. The
residential load follows a consumption profile with a given power factor. The asynchronous
machine is controlled by a square relation between the rotor speed and the mechanical torque.
Output:
Active power of Residential load

Active power of Industrial load

Fig-06: Active and reactive power of the residential and industrial load

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(d) Vehicle to Grid (V2G):
The V2G has two functions: Controls the charge of the batteries connected to it and uses the
available power to regulate the grid when an event occurs during the day.
There are 5 different user profiles, all of which are considered to have a charging station at their
homes. The characteristics of different user profiles are as follows:
Profile #1: People working from 8-4pm, with a 2 hour drive to and from work and an available
charging station at their work place. These cars represent 35% of the total EV number
Profile #2:People working from 8-4pm, with a 3 hour drive to and from work and an available
charging station at their work place. These car represent 25% of the total EV number
Profile #3:People working from 8-4pm, with a 2 hour drive and without a charging station at their
workplace. These cars represent 10% of the total EV number.
Profile #4: People staying at home .These cars represent 20% of the total EV number.
Profile #5: People working from 20pm-4am, with a 2 hour drive and without a charging station at
their work place. These cars represent 10% of the total EV number.

6. Simulation Result and Result Analysis:

(a) Without EV and Partial shedding factor 0.2

Fig-07: Power generation pattern during 24 hours simulation Without EV and Partial
shedding factor 0.2

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In fig-07, the solar intensity follows a normal distribution where the highest intensity is reached
at midday.The wind varies greatly during the day and has multiple peaks and lows. The residential
load follows a typical pattern similar to a normal household consumption. The consumption is low
during the day and increases to a peak during the evening, and slowly decreases during the night.
(b) With 10 EVs and partial shedding factor 0.2

Fig-08: Power generation pattern during 24 hours simulation With 10 EVs and Partial
shedding factor 0.2
Here,total load decrease in evening and hence require less fossil fuel.A partial shading with factor
0.2 at noon affecting the production of solar powe.A wind farm trip at 22h when the wind exceeds
the maximum wind power allowed.
(c) With 35 EVs and partial shedding factor 0.2

Fig-09: Power generation pattern during 24 hours simulation With 35 EVs and Partial
shedding factor 0.2

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In the fig-08 total power and load decrease at evening compare to 10EVs .A partial shading with
factor 0.2 at noon affecting the production of solar power. A wind farm trip at 22h when the wind
exceeds the maximum wind power allowed

(d) Without EV and partial shedding factor 0.8

Fig10: Power generation pattern during 24 hours simulation Without and Partial shedding
factor 0.8
In the fig-10 partial shading with factor 0.8 at noon has less affecting the production of solar
power compare to 0.2 A wind farm trip at 22h when the wind exceeds the maximum wind power
allowed

(e) With 10 EVs and partial shedding factor 0.8

Fig11: Power generation pattern during 24 hours simulation With 10 EVs and Partial
shedding factor 0.8

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In the fig-11, total power and load decrease at evening . Hence A partial shading with factor 0.8
at noon has less affecting the production of solar power compare to 0.2 A wind farm trip at 22h
when the wind exceeds the maximum wind power allowed

(f) With 35 EVs and partial shedding factor 0.8

Fig12: Power generation pattern during 24 hours simulation With 35 EVs and Partial
shedding factor 0.8

In the fig-12 ,total power and load decrease at evening period. A partial shading with factor 0.8
at noon has less affecting the production of solar power compare to 0.2 A wind farm trip at 22h
when the wind exceeds the maximum wind power allowed.
Among all the scenarios , 35 number EVs penetration in the grid with 0.8 partial shedding factor
has lowest load at peak hour. Hence the quick power plant could not need generate more power at
peak hour and reduce the cost.

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7.Conclusion:

In this project “24-hour Simulation of a Vehicle-to-Grid (V2G) System” has been simulated and
different scenario observed. Situations were modeled for different partial shedding factor of PV
and penetration of EVs in the grid. Although V2G operation might reduce the lifetime of vehicle
batteries it is projected to become economical for vehicle owners and grid operators. A moderate
penetration of of EV in the microgrid, EV with V2G capability, can improve the stability of the
grid, providing power to regulate the grid frequency when an event occurs during the day.

8. References:

[1] R. Subramanya, S. Sierla and V. Vyatkin, "Exploiting Battery Storages With Reinforcement
Learning: A Review for Energy Professionals".

[2] "The viability of vehicle-to-grid operations from a battery technology ", sciencedirect.com,
(Accessed 13 Aug. 2023).

[3] X. Sun, Z. Li, X. Wang and C. Li. "Technology Development of Electric Vehicles: A Review".
Dec. 2019.

[4] Q. Tran, V. Nguyen, C. Nguyen and V. Truong. "Control of Battery Charger for Electric
Vehicles". Jan. 2020.

[5] "Electric Vehicle to Grid (V2G) Technologies: Impact on the Power Grid ...", researchgate.net,
(Accessed 13 Aug. 2023).

[6]https://www.researchgate.net/publication/346689807_A_Case_Study_on_24-
h_Simulation_of_V2G_System.

[7]https://www.mathworks.com/help/sps/ug/24-hour-simulation-of-a-vehicle-to-grid-v2g-
system.html.

[8]https://www.semanticscholar.org/paper/A-Case-Study-on-24-h-Simulation-of-V2G-System-
Chola-Singh/c6bce08606db2a83490131545bac0e5d4a1a97f3.

[9] https://www.politesi.polimi.it/bitstream/10589/186812/1/2022_04_BENDRAZ.pdf.

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