CHALLENGES IN GRID INTERCONNECTION

OF ELECTRIC VEHICLE

NAME : DEEKSHA GUPTA

SUBMITTED TO : Dr Rabindra Mohanty
ELECTRIC VEHICLE
The great demand for EVs could be addressed by distributing and placing generating
units alongside the large EV charging infrastructure and with proper EV scheduling.
The battery and power electronics stages are now being explicitly considered to
extract the power stored within the onboard battery units of the EVs. The DC energy
would then be inverted and fed to the power grid in times of greater demand than the
generation limits, implementing the vehicle-to-grid (V2G) scheme.
 Controlled V2G scheduling could shave peak load demand, make room for
renewables integration, and reduce charging costs. The EVs can be used for electrical
loads at the charging points and the distributed battery energy storage systems
(BESS) for peak load demand compensation.
Additional storage elements incorporated into the grid can enhance spinning reserve
and frequency regulation and benefit from the grid operation by selling power during
peak hours.
In a scenario of bi-direction power flow between load, EVs, and power grids, the
efficacy of the perfect synchronization and minimization of loss is achieved by
establishing communication and control links across each entity.
Electric Model of electric vehicle
 The model of the electric vehicle is formed using multiple power electronic
components and electric machines along with the energy storage piece.
 These are integrated and adequately modeled to function together by means of
control and automation software.
 The crucial EV components are the drive train, electric engines or motors,
reducer, battery storage system, onboard charger (OBC), and electric power
control unit.
 Batteries are the primary energy-storage devices in ground vehicles. Now days
battery fed electric drives are commonly being used for electric vehicles
applications, due to various advantages, such as: nearly zero emission,
guaranteed load leveling, good transient operation and energy recovery during
braking operation.
 To fulfill these requirements converters with bidirectional power flow
capabilities are required to connect the accumulator (battery) to the dc link of
the motor drive system.
 Battery fed electric vehicles (BFEVs) is required to function in three different
modes namely: acceleration mode, normal (steady-state) mode and braking
(regenerative) mode.
 During acceleration and normal modes the power flow is from battery to motor
where as during braking or regenerative mode the kinetic energy of the motor is
converted into electrical energy and fed back to battery.
 The DC-DC converter is required to perform mainly two functions: first to match
the battery voltage to the motor rated voltage and second to control the power flow
under steady-state and transient conditions, so that the drive performance is as per
the requirement.
 A closed loop speed control technique of the proposed battery fed electric vehicle is
designed and implemented using PI controller. The overall drive system reduces the
system complexity, cost and size of a purely electric based vehicular system.
 Managed charging strategies can unlock
benefits
 For charging use cases where vehicles are connected for longer periods of time, the
charging process can be managed through different strategies. Several charging
strategies, collectively termed “smart”, “managed” or “optimised” charging, could
contain one or all of these named characteristics to leverage EV charging flexibility,
as opposed to “unmanaged” charging. The following measures are applicable for
situations where the grid connection time is typically much longer than the pure
battery charging time:
 Passive measures: There is no active control of users’ decisions to charge, but
signals are given to shift load. For example, time-of-use tariffs can be used as a
signal to prompt behavioural responses from EV users to charge during off-peak
periods. Other passive measures include regulating the start/stop and power
modulation capabilities of chargers.
 These capabilities allow for simple strategies to help avoid peak load, such as
randomised delay, charging as late as possible and spreading out the charging load
until the departure time
 Active control with unidirectional charging (V1G): Direct control is exercised by
the utility with the express consent and participation of the EV user. Charging can be
stopped and started remotely and/or charging power can be modulated.
Hence, more refined load shifting can be done for peak-shaving and variable
renewable energy (VRE) integration. In addition, power can also be modulated to
improve local power quality. The ability to co-ordinate with other vehicles can help
avoid demand charges and avoid or delay network upgrades by maximising utilisation.
Active control with bidirectional charging to a building or house (V2B/H). A
vehicle can discharge energy to other consumers within its vicinity through a
connection point, typically to a house or building.
When combined with a home/building energy management system, EVs can reduce
the peak load from electrified heating and air conditioning, thereby avoiding steep
increases in consumption and Grid Integration of Electric Vehicles reducing the user’s
demand charges. Finally, this measure can provide backup electricity in case of
blackouts.
 Active control with bidirectional charging to the grid (V2G):The vehicle can discharge energy
to the distribution grid through a charging point. This can occur either through an AC- or DC-
connected charger. The direct interaction with the grid means that the vehicle can participate in the
electricity market through arbitrage, reserves, frequency response and distribution-level services.

Vehicle-to-Grid Technology (V2G)

Vehicle-to-grid technology involves drawing unused power from the car into the smart grid. V2G,
which is also known as vehicle-grid integration (VGI), can help the energy grid supply electricity
during peak hours. It can also create an extra power source when weather-dependent renewable
energy sources are not available.
The vehicle-to-grid (V2G) technology uses EVs as a power supplier and adjuster in the power grid,
while electricity from the grid can be taken as a load and serve as a source to the grid when in
need. In addition, it can be used as a renewable energy source by drawing unused power from the
EV into the grid with sufficient coordination, improving power efficiency, stability, and reliability.
For example, a home that uses solar power cannot generate electricity at night, but
an electric vehicle could provide a secondary source of power if needed. 

Interoperability between EV and Grid: As the EV and their charging

infrastructure is penetrating and integrating into traditional electrical grid, the
question about their compliance to grid code of conduct and regeneration
behaviour, is becoming more relevant.
While Vehicle to Grid integration throws a challenge for the low voltage electrical
distribution system’s old infrastructure, it is also bringing an opportunity to support
the grid for peak load shaving.  
Vehicle-to-Grid Testing: To support Vehicle-to-Grid integration, EV and EV
chargers (also called as Power conversion equipment) need to be smart and manage
the charging & discharging in various grid scenarios. The performance testing
requires a real bidirectional Power source which can source & sink power in both
directions, and simulate various grid conditions.
 Impact on power system
 Electric vehicles (EVs) interact with the power system whenever they are connected
to a charging point. Like many other electrical loads, EV charging can cause
operational challenges and require upgrades based on the power drawn from the
system and the specific location from which the power is drawn.
 The impacts can be classified as those affecting the capacity limits of the different
components of the network, those that affect the power quality for the end users and
those that affect the larger power system.
 Line, transformer, and feeder loading: sustained loading beyond the physical
capacity of the components of the grid can lead to premature ageing or permanent
damage. Operating limits on current, voltage, frequency, temperature and losses are
placed in order to reduce the likelihood of this problem. The components must be
upgraded or reinforced if loading is expected to regularly exceed these limits.
 Power quality: the current drawn for EV charging may lead to
imbalances in the network voltage if EV charging is done on a
single phase and may also lead to harmonic distortions.
 Lower power quality could lead to the eventual damage of other
nearby electrical appliances, and hence distribution utilities are
subject to power quality indicators, such as contractual voltage
limits and harmonic distortion limits.
 Systemwide impacts: charging during peak periods can exaggerate
the peak demand and the subsequent need for peak generation
capacity
 Measures for grid integration
Grid integration is the process of adapting power system operations to
accommodate the entry of new energy technologies in a cost-effective
manner. For distributed energy resources such as EVs, the following
characteristics help distribution companies determine the extent to which the
resource could affect or fully participate in the system.
Visibility: location information of the connected resource. For EV charging,
this could entail information on the charging status of electric vehicle supply
equipment (EVSE) and load profiles.
 Control: the ability to influence the operation of the connected resource. For
EV charging, this could include the ability to send signals to start and stop
charging or to modulate the power of a connected EV.
Guidance: the ability of the network operator to provide locational guidance
on where the connection should preferably take place, taking into account the
minimisation of upgrade costs or the improvement of system performance.
Challenges for Transportation Electrification

 In general, the challenges with respect to electrified transportation are the

engineering of electric drive train components including efficient, high-density,
reliable power electronics along with charging infrastructure with batteries.
 Power converters that are vital for any EV are made up of several components that
possess different sizes and mechanical properties. They vary from small and fragile
electronic chips to extremely bulky magnetic components and cold plates..
 The interactions between the components and their operating conditions are so tight
that an improvement at any level can yield an overall enhancement of the entire
design. This could be one of the several parameters like switching frequency,
cooling, current density or magnetic flux density.  In general, it is observed that the
recent wide-band gap-based technologies offer higher switching frequency operation
while reducing the cooling requirements.
.
CHALLENGES OF V2G
Burden on the Utility Grid

 Loading the EV fleet to the grid is the basic concept for employing the V2G
technique. A time-of-day tariffs framework highlights the peak hours in the
morning and evening and the off-peak hours and helps to employ V2G during
peak hours and G2V during off peak hours .
 The process, however, could strain the power grid if not correctly scheduled.
Unscheduled power insertion from the EV fleet alters the electrical parameters
such as voltage drops, current, line losses, and system harmonics.
 When power is loaded from the vehicle to the utility distribution grid, inserting
the EV fleet only when needed and to the required level is crucial. A surge in
voltage level could burden the grid’s protective switchgear equipment and
connected loads.
 In addition, using EV battery energies during the off-peak hour may badly
hamper the power distribution operation since the current grid system seldom
could fulfill the demand from 20–30% of EV loading.
 In a V2G scheme, if the primary power generation station fails, tremendous load burden
shifts onto the EV fleet, thus increasing power demand at the EV outlet . If it lacks protective
tripping and protection, the EV batteries could be ruptured.
Moreover, lacking proper scheduling of the EV fleet could engender a power loop between
the EV units across a region . The energy supplied from higher capacity EV batteries would
be used to charge other batteries, which is uneconomical.
Conventional EVs provide 12 h of an extended charging period; thus, if all the EVs that are to
be connected to the grid are not adequately charged, the power loop will reduce the V2G
benefits .
In the bidirectional V2G scheme, the loading of EVs depends on the charging modes; in the
dump charging mode, only 10% of EVs could be integrated, whereas around 40% EV could
be accommodated through the smart charging mode [107].
In the presence of distinct charging and discharging algorithms to cope with load demand, the
rendered voltage level varies across different EVs. Since EVs impact the power grid profile to
a higher degree than the traditional loads, unbalanced output voltages could result in system
imbalances, altered reserve margins, reliability issues, and voltage instability . Therefore,
controlled discharging is necessary.
 Increase in System Harmonics
While coordinated and efficiently managed scheduling of the EV to the power grid is
feasible to control and maintain power grid stability, it backfires if maintained
sporadically. This is because most EVs are connected to the power grid, and at the
distribution point, most are in single-phase systems .
 If the V2G system is implemented and its heavy demand loads any single phase of the
three-phase system explicitly, it may create an unbalanced three-phase system with
large voltage sags, altering the voltage and current flow .
 Moreover, the harmonics associated with the power electronics converter stages can
also be injected into the grid, disrupting the grid frequency. It has also been observed
that the highest total harmonic distortion from the EV battery charge controller,
produced in the summertime, is ~0.37% .
 A large EV fleet’s sudden charging/discharging while implementing the V2G technology
would make voltage drops/surges that cannot be settled immediately and may cause
stability issues.
Finally, during V2G operation, the extra power injection to the grid needs to be
carefully maintained; if not, the power overloading may disrupt the transformers, grid
components, and protective equipment.
 Battery Lifetime Degradation
Although the majority of the extraordinary features of V2G involving ancillary
services– such as frequency regulation, peak shaving, spinning reserves, V2G
operation directly depends on the capacity and durability of the housed battery
storage devices of the EVs .
In V2G technology, having a proper control system algorithm, the
charging/discharging cycle of the vehicle to the grid could change and vary
rapidly since the primary system parameter–the connected load to the grid–is
time-variant . Rapid charging/discharging could degrade the battery lifetime;
thus, the economic feasibility of using battery storage for longer times becomes
affected .
 Moreover, recycling outdated batteries and managing old and low-capacity
batteries is also an economic burden. During gear changing and controlling, the
onboard battery plays a crucial part .
Thus, the battery needs proper monitoring. The battery charger needs to have
the most sophisticated control algorithms to maintain the most economical
operation, which becomes difficult with random EV integration into the grid.
Proposed Solution to Address the V2G Effect
Proper Grid Load Dispatch with V2G
Unscheduled and random addition of EV fleets affects the power quality of the
utility grid in terms of real power, reactive power, power factor, and harmonics
component. Thus, controlling the EV integration and energy flow in the V2G
scheme is necessary.
 It is discovered that the utilization of fast-charging EV infrastructure reduces the
steady state voltage stability of the power grid. In V2G, efficient smart energy
metering and real-time communication are required to schedule the EV fleet and
gather to be revised, and a tentative load curve needs to be generated. An
important aspect is correctly predicting the EVs’ schedulable capacity for a better
economy.
A novel rolling prediction–decision framework with deep long short term
memory (LSTM) procedures is proposed that shaves the load peak by nearly 30%.
Moreover, during a random charging scenario, the margin of the grid power level
is boosted by more than 35%, thus, making the V2G operation more resilient and
economically feasible.
 Furthermore, during V2G/G2V implementation, a coordination model could be
dispatched to efficiently control the onboard BESS to accommodate load-leveling
during discharging/charging run.
 In V2G operation, centralized or decentralized control is considered with active or
passive management. In a centralized control strategy, an aggregator operator (AO)
takes the central charge of acquiring data from the connected EVs across the
network and dispatches the required control signals to manage bi-directional power
flow between UG and EV.
 The AO schedules each connected EV according to the load demand and generation
and optimizes the energy loading/unloading respective to the vehicles’ battery
capacity and charging/discharging routine .
 The AO acts as the central controller and is responsible for planning, setting, and
tuning the electricity prices in V2G via an intelligent metering infrastructure at the
charging infrastructure.
 Centralized controlling prevents user-defined control practices and only schedules the
V2G operation as deemed necessary by the AO . However, the user’s input regarding the
time of V2G operation and controlling the charging/discharging process is retained at
decentralized control.
 Decentralized control considers the EV fleet as distributed renewable resources that are
intermittent. Similar to the DERs, the EV fleet could be scheduled to maintain grid
stability, especially at the LV/MV grid. External data regarding the energy flow, energy
price, and co-ordinating control with neighboring EV units are also embedded in
decentralized control.
 The droop control method and optimization control method are two mostly used
decentralized control strategies. Power transfer between EV and UG could be operated in
three basic modes: V2G mode requiring intelligent multi-mode control; stand-alone
mode requiring parallel control mode, and seamless transfer between the stand-alone
and V2G mode requiring voltage-current double-loop control
Figure demonstrates the control management techniques with
flexible services and value streams to initiate a smooth integration of
the EV battery with the power grid for successful V2G integration.
The passive management technique initiates the V2G integration, and
active management comes into play during the bi-directional and
unidirectional power flow. The higher the connected EV intensity, the
lower the flexibility in EV scheduling.
This is because curtailing a large EV fleet could lead to voltage and
frequency oscillation in the power grid, disrupting the system’s
stability and resulting in an inefficient load control strategy. The
energy transfer unit needs to be extracted from smart and aggregated
charging infrastructures. Efficient active and passive energy
management results in electric peak load shaving, frequency
regulation, renewables offtake , and other arbitrage opportunities .
 Structure for an efficient vehicle-to-grid scheme management and
smooth integration
 Recent research considers algorithms to determine the efficient EV
scheduling strategy that can benefit both the EV user and the power
companies. Consideration of the state of charge of batteries, the mode of
EV charging, connecting and disconnecting period of the EV fleet to the
grid, and the peak and off-peak periods of UG all play an essential role.
 A mixed-integer linear programming algorithm is proposed to route and
schedule EVs to charge/discharge, thus allowing users to decide when and
where the EV fleet needs to schedule. Moreover, the dynamic peak and
valley searching algorithm is sometimes considered to reduce the energy
cost and impact on the public grid by proper EV charging/discharging .
 The shift-working V2G model could reduce load-behavior randomness and
stabilizes battery capacity for corporate energy systems (CES). The
proposed system drastically improves the load-tracking capability of the
CES and reduces the electrical energy price. Depending on the connected
and expected loads, the EV fleet could be scheduled to use the vehicle-to-
grid power transfer at peak hours.
The 3-phase voltage after grid synchronization is fed to the grid. Usually,
voltage source inverters (VSIs) are employed to properly regulate system
voltage and frequency, disregarding the grid’s requisites.
A defined voltage output from the power converter stage is obtained by
using the pulse width modulation (PWM) technique to operate self-
commutated insulated gate bipolar transistors (IGBTs), which work as
voltage source converters (VSCs). Due to this, the converter stage could
behave as a rectifier during G2V (charging) and as an inverter during V2G
(discharging).
 An intelligent metering unit observes the bidirectional power flow, current,
voltage, and frequency and calculates the credit or debit value. Harmonics
reducers are added to discard odd harmonics from the system. In addition,
a real or reactive power control unit could be incorporated into the system
to control power factors and losses.
REFERENCES
 Article Electric Vehicle-to-Grid (V2G) Technologies: Impact on the Power Grid and
Battery Md. Rayid Hasan Mojumder 1,2 , Fahmida Ahmed Antara 2 , Md. Hasanuzzaman
3,* , Basem Alamri 4 and Mohammad Alsharef 4
 Grid Integration of Electric Vehicles A manual for policy makers