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Grid reactive power compensation by using electric vehicles

Conference Paper · June 2014

DOI: 10.1109/PQ.2014.6866776

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 Grid Reactive Power Compensation by Using
Electric Vehicles
Javier Gallardo-Lozano, Enrique Romero-Cadaval, Senior Member, IEEE, Victor Miñambres-Marcos,
Dmitri Vinnikov, Member, IEEE, Tanel Jalakas, and Hardi Hõimoja
Abstract—Along this paper, it will be presented how the
Electric Vehicle (EV) bidirectional chargers can help the
Distribution Grid. In addition to the battery charge and the
Vehicle-to-Grid functions (V2G), the reactive power can be
compensated according to an established reactive power
reference. A three-phase bidirectional inverter connected with
a DC link to a DC/DC bidirectional converter is utilized in the
topology. The different modifications that are needed in the
control algorithm and in the power stage are determined.
Simulation results are shown, which prove how the reactive
power is being compensated and the saturation of the reactive
current is used to keep the power under predefined limits.
Index Terms—Electric Vehicle, Bidirectional Charger, Distri-
bution Grid, Reactive Energy, Control Algorithm.
I. INTRODUCTION
The research on more efficient vehicles together with the
increasing environmental concern and the conventional
energy resources exhaustion have lead the Plug-in Hybrid
Electric Vehicles (PHEVs) and the Electric Vehicles (EVs)
to represent a more attractive alternative over the combus-
tion engine-based vehicle [1]–[6]. In addition, the develop-
ment of the lithium-based batteries is making the EVs to
come out more and more [7].
Battery chargers are an important part [8]–[14]. At
present, most of the commercial EVs only allow the G2V
(Grid-to-Vehicle) operation mode, that is to say, the EV
battery charge. However, new trends include the V2G
(Vehicle-to-Grid) function, which allows a power injection
into the Grid, as EVs can play the role of a source of energy
storage. This new function is based on the Smart Grid ten-
dency [15]–[20], as it is expected an electrical Grid evolu-
tion from the centralized to the distributed generation.
The growth of local generation can influence the power
flows and impact negatively on the feeder voltage in the
distribution system, which has to withstand the load varia-
tions and the hostile circumstances in order to effectively
This work was supported by Ministerio de Economía y Competitividad,
Comunidad Autónoma de Extremadura, Consejería de Empleo, Empresa e
Innovación (PD10067, GR10117), Fondo Social Europeo, FEDER,
European Social Fund’s Doctoral Studies and Internationalisation
Programme DoRa (Archimedes Foundation). Authors also thank Estonian
Science Foundation (Project SF0140016s11) and (Grant No. 9350) for
financial support of this study.
J. Gallardo-Lozano, E. Romero-Cadaval, and V. M. Miñambres-Marcos
are with Power Electrical and Electronic Systems Research Group,
University of Extremadura, School of Industrial Engineering, Avda. Elvas
s/n 06006 Badajoz, Spain (e-mail: jagallardo@peandes.net;
eromero@unex.es; vminmar@unex.es).
D. Vinnikov, T. Jalakas, and H. Hõimoja are with the Department of
Electrical Engineering, Tallinn University of Technology, Ehitajate tee 5,
19086 Tallinn, Estonia (e-mail: dmitri.vinnikov@ieee.org;
tanel.jalakas@ttu.ee; hardi.hoimoja@ttu.ee).
978-1-4799-5022-5/14/$31.00 ©2014 IEEE
1
maintain the voltage level and improve the voltage stability
of the power system [18]–[19]. As a result, the PCC (Point
of Common Coupling) voltage control has to be taken into
account.
Harmonic and unbalance factors are managed in latest
researches [21], but few focus on reactive compensation
[29]–[30], some of which only analyze the charger in G2V
mode, and they do not manage the maximum limits of the
system in the algorithms.
For reactive compensation, traditional methods are based
on shunt capacitors and ac filters. Their cost is low, but the
compensation is affected by the impedance and the opera-
tion status of the power Grid, which can lead to resonances
with other elements [22]–[24].
In the recent years, due to the growth of the renewable
energies and the EVs, the electronic converters play an
important role in the distribution systems, as active func-
tions could be applied to manage the power flow [25]–[28].
Along this paper, according to the battery power, which is
considered the power reference, an EV battery charger is
designed to control the active power, and in addition the
reactive power compensation function is implemented. For
both battery charge operation, and power injection into the
Grid, different reactive power situations are taken into
account, analyzing the behavior of the charger and proving
the correct management of the power flow. The saturation
of the reactive current is implemented in the algorithm in
order to keep the system under safety limits.
In section II, the bidirectional battery charger topology is
presented, section III analyzes the control system and the
main equations, and section IV presents the simulation
model and the different simulation results. Section V shows
the obtained conclusions.
II. BIDIRECTIONAL BATTERY CHARGER TOPOLOGY
The proposed charger is shown in Fig. 1. It is mainly
based on two power stages. The first one is a three-phase
bidirectional inverter, which connects the Grid with a DC
link. The second stage is a DC/DC bidirectional converter
that connects the DC link and the EV battery.
The presented design allows both the battery charge by
demanding the energy from the Grid, and the energy
injection into the Grid (this process is useful, for example,
when the vehicle is parked at peaks of consumer energy
demand).
III. CONTROL SYSTEM
Grid-to-Vehicle (G2V) and Vehicle-to-Grid (V2G) opera-
tion modes are implemented.
 GRID BATTERY CHARGER BATTERY

BIDIRECTIONAL AC/DC DC LINK BIDIRECTIONAL DC/DC

CONVERTER CONVERTER

GRID Idc
T1A T1B T1C T1
Pcc LAC RAC C/2 BATTERY

Is,a N
LDC
RDC
Udc
C/2
T2A T2B T2C T2 Ibat
Ubat

Fig. 1. Battery charger topology.

The active power during these modes lets the battery

  QRef charge and the energy injection into the Grid, respectively.
v s ,abc i s ,abc In addition, both modes include reactive power compensa-
(measured) (measured) QRef tion with the aim of regulating the reactive consumption.
Two different control algorithms are described. The first
3Vs ,rms
control algorithm allows the system to interface with the
PLL: ASRF abc→0dq power grid, and the second one with the EV battery.
iq,meas Iq,rms,ref_i Fig. 2 shows a brief schematic of the algorithm that
vd,x vq,x V
s,rms allows the interface with the power Grid.
1 Attending to Fig. 2, the inputs of the system are the
2 measured Grid (a three-phase Grid is considered) voltages
Pbat,meas ÷ ×  
Iq,rms_meas ( v s , abc ) and currents ( i s , abc ); the battery current, which to-
Id,rms_i gether with the battery voltage defines the battery power
x (Pbat,meas) for both G2V and V2G modes; the reactive power
reference (it is considered an input calculated by another
Qmeas system), QRef; the reference and measured bus voltage
(Vbus,ref and Vbus,meas, respectively); and the inverter nominal
I q ,rms= I N 2 − I d ,rms _ i 2 PI current (IN). The output is the demanded or injected current
IN _ sat + −
into the Grid (is,ref(a,b,c)_f).
Iq,rms_i The “abc-to-0dq” block represents the Park transfor-
Iq,rms_sat mation. Based on [31] the active power, Pmeas, is calculated
in dq components as
IN I N > I d ,rms _ i 2 + I q ,rms _ i 2
Id,rms_i Pmeas = Vs ,rms ·I d ,rms _ meas , (1)
Vbus,ref Vbus,meas NO YES
Iq,sat Iq,rms_i
+ − where Vs,rms is the RMS value of the measured Grid voltage,
2 2
and Id,rms_meas is the RMS value of the measured Grid direct
PI id,ref_f iq,ref_f current. The reactive power follows
vd,x
x x x vq,x Qmeas = −Vs ,rms ·I q ,rms _ meas , (2)
+
is,ref2_x is,ref1_x
where Iq,rms_meas is the RMS value of the measured Grid
quadrature current.
+
is,ref(a,b,c)_f The PLL is the one designed in [32], which synchronizes
with the positive-sequence fundamental component of the
Grid, and obtains the RMS value (Vs,rms), and the corre-
end sponding three unitary direct voltage signals (vd,x), and the
Fig. 2. Control algorithm to interface with the Grid. three unitary quadrature voltage signals (vq,x), where x is a,

2
b, and c. iq,meas is the measured quadrature reactive current,
iq,rms,ref_i is a pre-calculated initial value of the RMS quadra-
ture reactive current, Qmeas is the measured reactive power,
iq,rms_sat is the saturated value of the quadrature reactive
current. Is,ref(a,b,c)_f represents the final values of the de-
manded or injected currents into the Grid.
PI controllers are added in order to compensate the
different losses, and reach the desired references.
The inverter is chosen to cope with the maximum direct
current that can be needed, and so the current limitation will
be only applied to the quadrature reference current.
The equation that determines whether the calculated
currents are under the limit IN follows
I N > I d ,rms _ i 2 + I q ,rms _ i 2 , (3)
where Id,rms_i and Iq,rms_i are the initial calculated values for
the direct and quadrature currents, respectively.
In order to obtain these final reference Grid current
values, the maximum current allowed for the system is
taken into account, which depends on the weakest element,
and in this case the inverter is considered this aforemen-
tioned element. Therefore IN is utilized to limit the direct
and quadrature current references.
In case the logic operation becomes true, both initial
currents are considered, otherwise the direct current and the
saturated quadrature current (Iq,rms_sat) are the ones utilized to
obtain the final references. The saturated quadrature current
follows
I q ,rms=
_ sat I N 2 − I d ,rms _ i 2 , (4)
Based on the obtained RMS current references, the
instantaneous values are calculated by applying using vd,x
and vq,x.
Fig. 3 presents the algorithm to interface with the EV
battery. A PI block represents the Proportional-Integral
control carried out in that step.
Attending to Fig. 3, the inputs are the reference (Ibat,ref)
and measured (Ibat,meas) battery current, and the measured
battery voltage (Vbat,meas). The output is the current injected
or demanded from the DC link (Idc).
Reference and EV battery interface
measured algorithm.
values Battery + DC/DC Converter
Fig. 4. Block diagram of the simulated system.
3
IV. SIMULATION RESULTS
Fig. 4 shows the block diagram of the simulated system,
implemented by using Matlab/Simulink.
Four main stages can be distinguished:
• Stage 1: The Grid voltage measurement (230 V RMS
value, 50 Hz), the reference battery current (25 A),
the reference reactive power (it follows a profile
that is described below), and the reference inverter
nominal current (4 A) are introduced.
• Stage 2: The battery and the DC/DC converter are
modeled. The battery is set to 60% of SOC (State
of Charge) and is modeled in [21].The bus voltage
is set to 650 V and the capacitor value is 4mF, the
inductor value (LDC) is 30 mH, and the switching
frequency is 10 kHz. A Dead-Beat is utilized to
follow the battery current reference. The control
algorithm to interface with the battery (Fig. 3) is
implemented.
• Stage 3: The three-phase bidirectional inverter is
modeled. The inductor value (LAC) is 13 mH, and
the switching frequency is set to 20 kHz. A Dead-
Beat is used to follow the Grid current reference.
The Grid neutral wire is connected to the midpoint
of the DC-bus. The control algorithm to interface
with the power Grid, which is shown in Fig. 2, is
implemented.
• Stage 4: The current Grid is demanded or injected into
the Grid.
Two different situations are carried out: Grid-to-Vehicle
(G2V) and Vehicle-to-Grid (V2G) operations.
Ibat,ref Ibat,meas Vbat,meas
x
+ −
Pbat,meas
PI
Idc
end
Fig. 3. Control algorithm to interface with the EV battery.
Power Grid interface algorithm. Power
Three-phase inverter Grid
 Grid Voltage (V)
A. Grid-to-Vehicle (G2V) Operation 500
Reference (V)
Fig. 5 shows the active power reference, whose value is 0
the constant power stored by the battery; the measured
active power, calculated according to (1); the reactive power -500
0.18 0.185 0.19 0.195 0.2 0.205 0.21 0.215 0.22
reference, which follows a predefined profile; and finally

Grid Current (A)

the reactive power reference, calculated according to (2). 5 Reference (A)
From 0 s to 0.2 s, reactive power reference is set to 0 VAr. 0
Measured (A)
The charger behaves like commercial ones, with no reactive
compensation. From 0.2 s to 0.4 seconds, the reactive power -5
0.18 0.185 0.19 0.195 0.2 0.205 0.21 0.215 0.22
reference is set to 1500 VAr, and according to (3), the Time (s)
maximum Grid current is lower than the inverter nominal Fig. 6. G2V operation. From top to bottom, window of the phase a Grid
current, therefore reactive current is not saturated. From voltage (V) and current (A), respectively, when the reactive Grid current
0.4 s to 0.7 s, the reactive power is increased up to 3000 VAr compensation starts at 0.2 s.
and in this situation the reactive current must be saturated.

Grid Voltage (V)

500
From 0.7 s, a negative reactive power (–1500 VAr) is set as Reference (V)
the reference. 0
Fig. 6 shows the Grid phase a voltage and current. At the
start no reactive power is set as a reference, and therefore -500
0.38 0.385 0.39 0.395 0.4 0.405 0.41 0.415 0.42
the system behaves like a commercial EV charger, that is to

Grid Current (A)

say, only the active power is demanded from the Grid. 5 Reference (A)
At 0.2 s, a reactive power reference of 1500 VAr is Measured (A)
0
established. It can be seen how the system is able to com-
pensate the reactive power, and the Grid current is shifted -5
0.38 0.385 0.39 0.395 0.4 0.405 0.41 0.415 0.42
compared to the Grid voltage phase. The amount of Time (s)
compensated reactive power is low, so the direct and quad- Fig. 7. G2V operation. From top to bottom, window of the phase a Grid
rature currents are low as well, and (3) gives true. As a voltage (V) and current (A), respectively, when the reactive Grid current
result, no reactive current is saturated. becomes saturated at 0.4 s.
At 0.4s in Fig. 7, it can be seen the behavior of the Grid
current when the reactive power is increased and the

Bus Voltage (V) Bus Voltage (V)

Voltage (V)

53.278 600.1
reactive current becomes saturated, as (3) gives false. In the
53.276
upper subplot the Grid voltage is depicted with the aim of 600
53.274
showing the phase reference. 0 0.5 1
Current (A)

40 599.9
During this simulation, the battery is being charged at 0.18 0.2 0.22
20
constant power, as the battery voltage variation is consid- 0 600.1
ered negligible, and the battery power is taken as the power 0 0.5 1
60.01
SOC (%)

reference, that is to say, it remains constant regardless of the 600

60.005
reference reactive power variation. Saturations in the Grid 60 599.9
power might occur. Fig. 8a shows the battery voltage (V) 0 0.5
Time (s)
1 0.38 0.4
Time (s)
0.42

and current (A), and its SOC (%) evolution during the a) b)
simulation time. Fig. 8b shows the bus voltage at 0.2 s and Fig. 8. G2V operation. a) From top to bottom, Battery voltage (V), current
0.4 s (instants when reactive power reference changes). It (A), and SOC (%) evolution. b) Bus voltage (V) around 0.2 s and 0.4 s.
can be seen that there is a short change that is quickly
compensated by the PI, keeping the voltage constant.
Reactive power follows the same profile as for the G2V
B. Vehicle-to-Grid (V2G) Operation simulations. From 0 s to 0.2 s no reactive is set. The EV
Fig. 9 presents a V2G operation in which the active charger just injects active power into the Grid. From 0.2 s to
power is a constant negative value. 0.4 s, the reactive current is under the limit, and as a result it
is not saturated. From 0.4 s to 0.7 s the reactive current
P (W)
passes the limit and is saturated.
3000 ref In Fig. 10, the reactive power reference changes from
P (W)
2000
meas 0 VAr to 1500 VAr, so in addition to the active power
Q (VAr) injection, the reactive power compensation is also imple-
ref
Power

1000 Qmeas (VAr) mented. At 0.2 s the Grid current phase shift can be
observed.
0
Fig. 11 presents the change in the phase a Grid current
-1000 when the reactive Grid current becomes saturated, as the
reactive power increases.
-2000
0 0.2 0.4 0.6 0.8 1 The simulation of the V2G operation leads the battery to
Time (s) a constant power discharge, as explained previously for the
Fig. 5. Active and reactive power references and measured active and G2V operation. Fig. 12a shows the battery voltage (V),
reactive powers during G2V operation. current (A) and SOC (%) for this process. Fig. 12b shows
how the bus voltage is controlled.

4
 V. CONCLUSION
3000 P (W)
ref Along this paper, a reactive power compensation method
P (W)
2000
meas applied to EV applications has been presented.
Qref (VAr) The topology has been shown, which is made up of a
Power

1000 Q (VAr) three-phase bidirectional inverter together with a DC/DC

meas

0
bidirectional converter. The three phase bidirectional in-
verter allows the system to interface with the Grid. It keeps
-1000 the bus voltage by demanding or injecting energy into the
Grid, and compensates the reactive power. The DC/DC
-2000
0 0.2 0.4 0.6 0.8 1 bidirectional converter lets the interface with the EV battery,
Time (s)
controlling its active power.
Fig. 9. Active and reactive power references and measured active and In addition to the active power control, the reactive power
reactive powers during V2G operation.
compensation is implemented. In order to avoid overpassing
the power limit of the system, an active power priority is
established and a maximum limit is calculated based on the
Grid Voltage (V)

500
Reference (V) system characteristics and the active power.
0 The whole system is modeled and simulated with
Matlab/Simulink. Simulation results demonstrate how the
-500 system algorithm can compensate the reactive power and
0.18 0.185 0.19 0.195 0.2 0.205 0.21 0.215 0.22
how it saturates the reactive current when it is going to
Grid Current (A)

5 Reference (A) overpass the maximum limit. The reference active power is
Measured (A) the battery power, and the reference reactive power is the
0
Grid reactive power.
-5
0.18 0.185 0.19 0.195 0.2 0.205 0.21 0.215 0.22
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BIOGRAPHIES
Javier Gallardo-Lozano was born in Badajoz,
Spain, in 1985. He received the B.Sc. and the
M.Sc. degrees electronic engineering from Uni-
versity of Extremadura, Spain, in 2007 and 2009,
respectively, where he is currently working
toward the Ph.D. degree. His Ph.D. thesis is
devoted to the research and development of
energy storage in electric vehicle applications. He
is currently with the Power Electrical and
Electronic Systems (PE&ES) Research Group
(http://peandes.net). His research interests are
power electronics in the power system, battery
chargers, battery equalization and electric vehicles.
Enrique Romero-Cadaval
(S’03–M’05–SM’10) was born in Villafranca
de los Barros, Badajoz, Spain, in 1968. He
received the M.Sc. degree in electronic industrial
engineering from ICAI, Universidad Pontificia de
Comillas, Madrid, Spain, in 1992 and the Ph.D.
degree from the Universidad de Extremadura,
Badajoz, Spain, in 2004.
He is a full Professor in power electronics at
the Universidad de Extremadura, Badajoz, Spain.
He is currently with the Power Electrical and
Electronic Systems (PE&ES) Research Group
(http://peandes.unex.es). His research interests are power electronics in the
power system, power quality, electromagnetic interferences, active power
filters, and renewable energy sources control.
Víctor M. Miñambres-Marcos (S’09) was
born in Badajoz, Spain, on December 5th, 1982.
He received the M.Sc. degree in electronics engi-
neering from the Universidad de Extremadura,
Badajoz, Spain, in 2007 and the Ph.D. degree
from the Universidad de Extremadura, Badajoz,
Spain, in 2012.
His employment experience included the
Technical Assistant job for the Power Electrical
and Electronic Systems (PE&ES) Research Group
(http://peandes.net) in the Universidad de Extre-
madura. His special fields of interest include power
electronics systems, renewable energy sources and control platforms.
Dmitri Vinnikov (M’07–SM’11) received the
Dipl.Eng., M.Sc., and Dr.Sc.techn. degrees in
electrical engineering from Tallinn University of
Technology, Tallinn, Estonia, in 1999, 2001, and
2005, respectively.
He is currently a Head of the Power Electron-
ics Research Group at the Department of Electri-
cal Engineering, Tallinn University of Technol-
ogy. He has authored more than 150 published
papers on power converter design and develop-
ment and is the holder of several patents and
utility models in this application field.
His research interests include switch-mode power converters, modeling
and simulation of power systems, applied design of power converters and
control systems, and application and development of energy storage
systems.
Tanel Jalakas received the B.Sc., M.Sc., and
Ph.D. degrees in electrical engineering from
Tallinn University of Technology, Tallinn,
Estonia, in 2003, 2005 and 2010 respectively.
He is currently a senior researcher in Department
of Electrical Engineering, Tallinn University of
Technology.
He has authored more than 50 published
papers on power converter design and develop-
ment and is the holder of several utility models in
this application field.
Hardi Hõimoja received the M.Sc. and Ph.D.
degrees in electrical engineering from Tallinn
University of Technology, Tallinn, Estonia, in
1998 and 2009, respectively. He is currently a
senior researcher in Department of Electrical
Engineering, Tallinn University of Technology.
He has authored more than 30 published
papers on power electronics and is the holder of
several utility models in this application field.