A Model of Electric Vehicle Charging Station

Compatibles with Vehicle to Grid Scenario

Mukesh Singh, Praveen Kumar and Indrani Kar
Department of Electronics and Electrical Engineering
Indian Institute of Technology Guwahati, India
Email: {s.mukesh, praveen_kumar, indranik}@iitg.ernet.in

Abstract—A large penetration of Electric Vehicles (EVs) will
demand a huge infrastructure for power handling of the distri­
bution network. In this paper, EVs charging station has been
modelled which can fulfil different demands of the EV vehicles
owners. The owner's demand can be to limit on the charging
rate (Crate), or limit to the state of charge (SOC) or proper
power management of the battery. A suitable fuzzy controller
has been designed to control the Crate of the individual battery
based on power available with the battery and the power required
by the grid. An algorithm has been designed which can handle
different situations like charging and discharging of EVs batteries
based on the distribution node voltage. The algorithm updates
the power requirement, if certain vehicles arrive or leave the
charging station.
Index Terms—Battery, Charging Station, Electric Vehicles
(EVs), Vehicle to Grid (V2G).
I. INTRODUCTION
Government initiatives and technological developments of
the battery will certainly pave the way for larger penetration of
Electric Vehicles in near future [1]. Therefore, it is important
to understand the implications of adding load of EVs to the
EVs batteries on the distribution network. A new concept of
charging station has been introduced [4] to regulate the voltage
and peak shaving using fuzzy controller. The authors have
implemented the FLC to control the flow of power between the
charging station and the grid but the authors have not described
about the control of charging the individual batteries.
In this paper, a smart charging station (CS) has been
designed which is assumed to be placed near a distribution
node area. EVs connected to this CS will be able to charge
themselves by absorbing power from the grid and will also be
able to support the grid by supplying excess stored energy in
the EVs' batteries. This utilization of EVs for the grid support
is known as Vehicle to Grid (V2G). In V2G scenario, excess
amount of energy stored in the batteries can be utilised for the
peak shaving and other grid support activities such as voltage
support and frequency stability [8], [9]. V2G enabled charging
station is shown in Fig.l.
EVl Grid
, i

grid [2]. Depending on the time and the location, where the EV2 J
§
EVs are plugged in, they could cause overloading on the EV3 Energy
regional grid. Hence, penetration of large number of EVs (3

will demand a better coordination between the grid and the

EVs [3]. Uncontrolled charging of EVs may lead to voltage EVn
1
U t
collapse, frequency instability, harmonics injection and many
more problems in the distribution network. Hence, the flow
Fig. 1: V2G enabled Charging Station.
of the power between the grid and the batteries of the EVs
need to be coordinated and this can be achieved by designing
The charging station which is modelled can be used for
smart charging stations [4]. The smart charging station should
charging the EV batteries and also to supply the excess energy
be capable of handling large amount of power flow between
from the EVs batteries to the grid. The following work has
the grid and the EVs. It should also be able to supply power
been investigated.
back to the grid if required.
• A conceptual topology of a smart charging station has
There have been very few works found on real time appli­
been proposed.
cations of V2G technology. In ref. [5], [6] the authors have
• A suitable algorithm for coordinating the power flow from
developed the V2G aggregator to regulate the frequency by
the EV to Grid and vice versa has been proposed.
controlling the charging/discharging rate. This work is mainly
• A framework is proposed for handling SOC and charging
on the frequency regulation. A similar work is found in ref.
/ discharging rate (Crate) limit of the battery prescribed
[7], in which optimal charging strategies for unidirectional
by the vehicle's owner.
Vehicle-to-Grid has been developed. In this work, an algorithm
• A Fuzzy Logic Controller (FLC) has been proposed for
for unidirectional regulation was developed for the use of an
seamless power flow between the EV and the Grid.
aggregator. Impact of charging of EVs on the distribution
• All the simulations have been done on the model of
network has been analyzed in [2]. Here, authors have im­
Guwahati City's (capital of state, Assam, India) distri­
plemented the load flow to study the impact of charging the
bution grid.
 Sub feeder 2
This paper is organised as follows: Section II describes the 2.1 2.2 2.3 2.4 2.5
modelling of the charging station. This section also describes ~~• •" Sub feeder 4
Main feeder
about the battery and its modelling. Problem formulation is 4.1 4.2 4.3 4.4

presented in section III. Section IV discusses the results and 4 5

validation. The conclusions are drawn in Section V > «l 5.1 5.2 5.3
1
• -• •
_ _ _ Sub feeder 5
II. MODELLING OF THE CHARGING STATION 33 kV 3.1 3.2 3.3 3.4
Substation -• Sub feeder 3
A. Charging station 1.1 1.2 1.3 1.4
Sub feeder 1
In the proposed CS, charging and discharging phenomena
of individual battery is controlled by suitable algorithm. Thus, Fig. 3: Radial distribution system of a substation of Guwahati city.
a large power can be processed by the CS so that grid may not
be overloaded. The information of the EV's battery such as its TABLE I: Specifications of the EV's battery
present SOC, minimum SOC limit and AHR rating are used to SOC SOC
calculate the available energy of the battery. The main focus Battery
initial limit AHR ^rate
is on the design of charging station and control of individual (KWH)
(%) (%)
battery's charging and discharging behavior. The FLC is used
8 30 20 32 1
to control the Crate of the battery. The block diagram of the
10 50 30 40 2
proposed charging station is shown in Fig.2. Here, SOC limit
16 40 45 64 2.5
is the minimum SOC of the battery which should be preserved.
20 85 40 80 3
This limit is set by the EV's owner and may vary from one
24 70 50 96 3.5
battery to another.
B. Battery
III. PROBLEM DEFINITION
Matlab simulink model of the battery is used as an EV's bat­
tery. The charging and discharging of the battery is controlled The individual EV's can have different battery condition and
based on grid's voltage. different user preference. Individual owners can set the SOC
limit & Crate limit for charging and discharging. A single CS
Charging station
has a capacity of 50 EVs. However, for better representation,
all these 50 EVs have been divided into five groups based
Node Voltage ►
AHR
Current
Crate
on initial SOC, SOC limit, energy rating and Crate of the
SOC ■-
SOC limit »-
Algorithm X Energy batteries. The EV batteries details are summarized in Table
m
AHR rating »-
: : I. The nominal EV battery voltage is assumed to be 250 V
The user have a choice to limit the Crate. The batteries
6 cannot be charged or discharged beyond this limit which is
given in Table I and this is achieved by the Fuzzy logic
Power required
Fuzzy Logic
Controller
controller (FLC).
a
Power available The proposed algorithm is investigated for the following
ffl scenarios:
• All the 50 EVs are connected to the CS and they remain
connected.
Fig. 2: Control of individual battery in a charging station. • All the 50 EVs are connected to the CS and certain EVs
with high SOC leave after certain duration.
C Distribution network • All the 50 EVs are connected to the CS and certain EVs
with low SOC leave after certain duration.
A typical reduced distribution network of Guwahati city
• Few EVs with high SOC enter the CS after a certain
(capital of State of Assam, India), is given in Fig.3. This
duration.
network is a reduced system of a substation which consists
• Few EVs with low SOC enter the CS after a certain
of a transformer of 33/11 KV as the main feeder and all the
duration.
radial sub feeders have 11KV/440V transformer [10]. The off-
peak hours load is assumed to be 60% of the peak hours load. The sudden arrival or departure of the EVs at the CS gives
The resistance and reactance of the lines are assumed to be the feel of real time scenario of a CS. The sudden arrival
0.0027 p.u. and 0.0024 p.u. respectively. Node 5.3 shown in of EVs with low or high SOC batteries may unbalance the
Fig.3 is used to connect the proposed CS. distribution node voltage. This happens due to the change in
the power flow between the EVs and the grid. Similar case
may occur for sudden departure of high SOC EVs or low
SOC EVs. Therefore, Cmte of the batteries is used to control
the power flow between the grid and the batteries. This is
achieved by designing a Fuzzy Logic Controller (FLC). FLC TABLE II: Rule Base for Crate controller
will take care of the maximum allowable Crate preferred by "req * avail ^rate
the vehicle's owner. L L VL
L M L
A. Proposed algorithm
L H L
The flow chart of the proposed CS is given in Fig.4. The M L H
details are as follows. M M M
• The batteries are not discharged after the SOC limit has M H M
been reached. H L VH
• Each vehicle owner will decide their maximum Crate. H M M
Vehicles will not be charged or discharged beyond the H H VL
mentioned Crate.
• Total of 50 EVs are tested in the proposed CS with
different SOC, SOC limit and AHR rating of the battery. B. Cmte Using FLC
• Efficiency of the batteries, charging system and converters
Unlike binary logic, Fuzzy Logic is a multi-valued logic
have not been considered since the aim of this work is to
where the fuzzy logic variables may have truth values between
elaborate on the implementation of grid support.
0 and 1, known as their membership grade. Fuzzy Logic can
• Five types of EVs are assumed to be present at the CS
deal with the uncertainties in the system through a simple IF-
with battery energy of 8 kWh, 10 kWh, 16 kWh, 20 kWh
THEN rule based approach, thereby eliminating the need for a
and 24 kWh.
mathematical model of the system. This is especially useful for
Sudden arrival and departure of some vehicles is also taken complex systems for which a complete mathematical model
into account. In the figure, V is the node voltage in p.u. SOC representation may not be possible. However, in fuzzy logic
is the initial state of charge of the EVs battery, AHR rating is based system, complexity increases rapidly with increase in
the rating of the battery in Ampere Hour. SOC limit is the limit number of inputs and outputs. Mamdani type FLC [11], [12]
to the SOC, for which EVs batteries will not be discharged. If has been designed to model the Crate controller.
the node voltage is greater than 1 p.u. the batteries will charges The fuzzification is largely determined by the choice of
and discharge when the voltage is less than 1 p.u. The EVs the shape of the membership functions. In order to facilitate
batteries which arrive below the SOC limit will charge up to computations, triangular membership functions are utilized in
SOC limit even though the voltage of the node is low. this study for both the input and output membership functions.
The Mamdani type inference (also known as the max-min
Node Voltage
SOC
inference method), utilizes the minimum function for the
SOC limit implication of the rules. Defuzzification is performed using the
AHR rating centre of gravity method [13], [14]. It performs defuzzification
by finding the centre of the area encompassed by all the rules,
and is mathematically described by
If V<1 p.u If V>1 p.u.

£ uuuv(ui
Calculate the SOC i=l
required to chargel U(t) = n (1)
the full battery
i=l

Calculate the Calculate the SOC

where u(t) refers to the defuzzified overall control output,
DOD for required to charge while ut refers to the output variable and juv represents the
disharging upto SOC limit
aggregated membership function.
Power required by the batteries to charge/discharge has been
Calculate the
current AHR of the
modelled using FLC. Fuzzy control techniques have been used
battery to reach due to its linguistic representation of rules without having
DODorSOC limit
to develop a mathematical model of the system. The block
diagram of FLC is shown in Fig.5.

Power required
To the battery Qate
Fuzzy Logic Controller

Power available
Fig. 4: Flow chart of the proposed CS.
Fig. 5: Block diagram of FLC to calculate the Crate of the batteries
 +L Hi H M Hf the grid for 1 hour. SOC is the current state of charge of the
battery.
IV. RESULTS
0.5 0.5
^~ Power available
In this section, CS behaviour is analysed at 0.95 p.u. and
Power required 1.05 p.u. of distribution node voltage. Simulation results are
shown for 600 seconds to show the EVs utilization in real
time situations, where sudden EVs arrive at CS or depart from
fVL L M H V H I
CS. Sudden arrival or departure of EVs at the CS can lead to
voltage unbalance. But the controller designed in this work,
will limit the voltage within statutory limits. EVs' batteries
0 1 2 3 will not charge if the voltage is low at that node and will not
discharge, when the voltage is high. The following results are
discussed in this section.
Fig. 6: Membership functions of Input and Output to control the Crate
A. All the EVs connected to the CS
In this case, all the 50 EVs are connected at the CS during
The input 'Preq and 'Pavaii are fuzzified into corresponding peak hours. Grid is under stress during these hours and the
fuzzy signals with three linguistic variables; low (L), medium voltage is below 0.95 p.u. To maintain the voltage of 1 p.u.,
(M) and high (H). The output 'Cmte is fuzzified into five the EV batteries have to discharge its excess energy to the grid.
fuzzy regions representing the linguistic variables; very low Supply of excess energy to the grid will boost the voltage of
(VL), low (L), medium (M), high (H) and very high (VH). the node. The power required by the distribution node during
The membership functions for 'C r a ^' controller is shown in peak hours is 540 kW (for maintaining the voltage of 1 p.u.)
Fig.6 The rule base for Crate controller is given in Table 2. is shown in Fig. 7. Power supplied is found to be 280 kW. It
Crate is controlled using Fuzzy controller based on the two implies that EVs connected at the CS can make a peak shaving
inputs. First input to the FLC is power required (Preq) and of 51.85 %. Similar observation can be obtained in off peak
second input is power available (Pavau). Based on these two hours when the voltage of the node is high, and in that case
inputs, FLC decides the Crate of the batteries Preq can be EVs will charge their batteries.
calculated using following equation [15].
Pjrj + QjXj x10°
AV = (2)
5h Power Required

where AV is the increment of voltage in p.u. at the specific

node which is the difference between required voltage and the Is Power supplied
available voltage of the distribution node. Required voltage §2
has been assumed to be 1 p.u. Pj and Q\ are the active and
reactive power injection by the CS. r\ and JC,- are the resistance
and reactance of the line. From the above equation, Preq can 100 200 300 400 500 600
be calculated as Time(Seconds)

Fig. 7: Power required by the distribution node at 0.95 p.u and power
AVVi-QiXi supplied by the CS.
Preq — (3)

By initialising Qi to zero SOC of the EVs batteries are extrapolated for the entire
AVVt duration for the peak hours and off peak hours. SOC of the
1
req (4) batteries during peak hours is shown in Fig.8. It is observed
from the figure that the SOC limit has been maintained for all
Power available can be approximated for 1 hour and based on the EVs which is in accordance with Table I. EV with 40%
the amount of energy extracted from the battery or supplied SOC is charged up to 45% SOC in order to maintain the SOC
back to the battery, power available can be calculated as limit. Also, EVs with 30 % SOC will discharge up to SOC
limit of 20 %. When the grid voltage is 1.05 p.u., all the EVs
Pavail — ^bat'■bat (5) starts charging. The initial and final SOC of the EVs is shown
where Vbat is the nominal battery voltage and Ibat is the in Fig.9. It is observed that all the batteries are charged up
current flowing through the battery. to 100 % of SOC. It means that when the voltage is high
(> l.p.u.) EVs batteries will charge. The corresponding Cmte
Ibat=AHR(l-SOC) (6) of the batteries during discharging at 0.95 p.u. of voltage is
shown in Fig. 10.
Eq. (6) gives the total current required to be injected in

Fig. 8: SOC of the EVs batteries during discharging at 0.95 p.u.
B. Sudden arrival and departure of EVs with High SOC EVs
batteries
For dynamic analysis of the CS, 5 EVs with 20 KWH
battery rating are removed after 200 seconds and 5 EVs of
similar energy rating are added after 200 seconds of simulation
time. The sudden removal of the high SOC battery (85%)
reduces the power supply from the CS and this is shown in
Fig. 12. The impact of sudden arrival and departure of EVs can
be minimized with the Crate of the batteries and it is shown
in Fig. 13. The corresponding SOC of the batteries for 600
seconds is shown in Fig. 14. It is observed that batteries with
85 % SOC becomes constant after certain duration. It means
that the batteries have discharged till 200 seconds.

x10°
6

5 Power required
^ A
Departure of certain EVs of High
4
=s SOC at 200 sec.

la
h
Q_
| Power supplied

200 300 400

Fig. 9: SOC of the EVs batteries during charging at 1.05 p.u. Time(seconds)

Fig. 12: Power supplied by the CS due to sudden removal of high

SOC EVs batteries.

rx: 2.5 r

16kWh 10kWh

z:
24kWh
200 300 400
Time(Seconds) 1.5

Fig. 10: Crate of the batteries during discharging at 0.95 p.u of

20kWh
voltage.
8kWh
0.5
100 200 300 400 500 600
When all the EVs are connected to the CS, energy available Time(seconds)

of the batteries will decrease in case of discharging and Fig. 13: Crate of the batteries after a sudden departure of high
increase in case of charging. Peak shaving is calculated by SOC(85%) batteries.
using linear approximation when all the EVs are connected to
the CS and is shown in Fig. 11.

100 200 300 400 500

Time(seconds) 100 200 300 400 500 600
Time(seconds)

§82

100 200 300 400 500 600

Time(seconds)

100 200 300 400 500

Time(seconds)

Fig. 11: Peak shaving due to power supplied to the node. Fig. 14: SOC of the batteries when high SOC EVs leave after 200
seconds.

Similarly, sudden arrival of high SOC (85%) EVs will

increase the power supplied by the CS and is shown in Fig. 15.
 x10
It is seen that the power supplied by the CS has increased after
200 seconds. Based on the changes in the power availability,
Arrival of low SOC
Cmte also varies. In Fig. 16, SOC of the EVs batteries has been
shown. Batteries of high SOC (85%) are idle for 200 seconds A.
and they discharge the energy after this duration. ^ 2 Power supplied

x10°
6

5 Power required 0 100 200 300 400 500 600

Time(Seconds)
IT 4
Arrival of EVs at 200 sec.

1 | Power supplied
Fig. 18: Power supplied by the CS due to sudden arrival of the low
Q. 2
SOC EVs batteries.
1

200 300 400

Time(Seconds)
SOC, SOC limit with different energy ratings. Crate of the
Fig. 15: Power supplied by the CS due to sudden arrival of the high individual batteries is controlled by designing a suitable FLC
SOC EVs batteries. controller. Power required by the grid and power available
at the battery decides the Cmte of the batteries. A suitable
algorithm has been proposed which takes care of the SOC limit
while discharging the batteries energy to the grid. Batteries
are not charged when the voltage of the node is low and not
discharged when the voltage is high. The proposed CS can also
handle the sudden arrival and sudden departure of the EVs.
It adjusts the power handling by controlling the Crate. Peak
shaving phenomena can also be obtained using the proposed
CS. From the simulation results, it is observed that, flow of the
current in the battery changes as per the power requirement
by the grid. This control technique can be extended for the
multi charging station connected at the same distribution node
Fig. 16: SOC of the batteries during sudden arrival of EVs with 85% for flattening the load profile of the node.
SOC
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