A Project report on

POWER QUALITY IMPROVEMENT IN A PV BASED EV

CHARGING STATION INTERFACED WITH THREE PHASE GRID

Submitted in partial fulfillment of the requirements

for the award of the degree of

BACHELOR OF TECHNOLOGY
in

ELECTRICAL & ELECTRONICS ENGINEERING

By

ROKKAM RAGAMALA (214G1A0276)

KUPPALA SAI HARSHITHA (214G1A0287)
GAINI SRINIVASALU (214G1A02A1)
PUTTABAKULA SAI LIKHITH (214G1A0291)
RIZWAN SHAFI (214G1A0284)

Under the Guidance of

Dr. G. MEERIMATHA MTech, Ph.D

Professor

Department of Electrical & Electronics Engineering

SRINIVASA RAMANUJAN INSTITUTE OF TECHNOLOGY
(AUTONOMOUS)
Rotarypuram Village, B K Samudram Mandal, Ananthapuramu - 515701

2023-2024
 SRINIVASA RAMANUJAN INSTITUTE OF TECHNOLOGY
(AUTONOMOUS)
(Affiliated to JNTUA, Accredited by NAAC with ‘A’ Grade, Approved by AICTE, New Delhi &
Accredited by NBA (EEE, ECE & CSE)
Rotarypuram Village, BK Samudram Mandal, Ananthapuramu-515701

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING

Certificate
This is to certify that the project report entitled POWER QUALITY IMPROVEMENT IN A PV
BASED EV CHARGING STATION INTERFACED WITH A THREE PHASE GRID is the
Bonafide work carried out by ROKKAM RAGAMALA bearing Roll Number
214G1A0276, KUPPALA SAI HARSHITHA bearing Roll Number 214G1A0287,
GAINI SRINIVASULU bearing Roll Number 214G1A02A1,PUTTABAKULA SAI
LIKHITH bearing Roll Number 214G1A0291, RIZWAN SHAFI bearing Roll Number
214G1A0284 in partial fulfilment of the requirements for the award of the degree of Bachelor
of Technology in Electrical & Electronics Engineering during the academic year 2024-2025.

Project Guide Head of the Department

Dr. G. MEERIMATHA MTech, Ph.D Dr. G. MEERIMATHA MTech., Ph. D

Professor Professor & Head

Date: EXTERNAL EXAMINER

Place: Rotarypuram
 DECLARATION
We here by declare that the report entitled “ POWER QUALITY IMPROVEMENT IN A PV BASED
EV CHARGING STATION INTERFACED WITH A THREE PHASE GRID ” submitted for the
award of degree of Bachelor of Technology in our original work and the project report has not
formed the basis for the award of any degree, diploma, associateship or fellowship of similar other
titles. It has not been submitted to any other University or Institution for the award of any degree or
diploma.

Place: Rotarypuram Project Associates

Date: 214G1A0276
214G1A0287
214G1A02A1
214G1A0291
214G1A0284
 INSTITUTION VISION AND MISSION
VISION:
To become a premier Educational Institution in India offering the best teaching and learning
environment for our students that will enable them to become complete individuals with
professional competency, human touch, ethical values, service motto, and a strong sense of
responsibility towards environment and society at large.

MISSION:

M1: Continually enhance the quality of physical infrastructure and human resources to evolve in to
a center of excellence in engineering education.

M2: Provide comprehensive learning experiences that are conducive for the students to acquire
professional competences, ethical values, life-long learning abilities and understanding of the
technology, environment and society.

M3: Strengthen industry institute interactions to enable the students work on realistic problems and
acquire the ability to face the ever-changing requirements of the industry.

M4: Continually enhance the quality of the relationship between students and faculty which is a
key to the development of an exciting and rewarding learning environment in the college.

DEPARTMENT VISION AND MISSION

VISION:
To emerge as a premier center of learning in Electrical & Electronics Engineering with scientific
quest having focus on professional ethics and human values.
MISSION:

DM1: Provide academic environment conducive for high quality learning in Electrical and
Electronics Engineering to ensure our graduates have successful careers.
DM2: Strengthen industry institute interaction to enable the students work on real time
problems and encourage them to engage in lifelong learning.
DM3: Ensure that our students are well trained to work in a team with professional ethics
and apply latest tools for the solution of engineering problems.

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 ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any task
would be incomplete without the mention of people who made it possible, whose constant
guidance and encouragement crowned our efforts with success. It is a pleasant aspect that we
have now the opportunity to express our gratitude for all of them.

It is with immense pleasure that we would like to express our indebted gratitude to our
guide Dr. G. MEERIMATHA , Professor, Electrical and Electronics Engineering, who
Ph.D.

has guided us a lot and encouraged us in every step of the project work. We thank him for the
stimulating guidance, constant encouragement and constructive criticism which have made
possible to bring out this project work.

We are very much thankful to Dr. G. MEERIMATHA Ph.D., Professor, and Head of the
Department, Electrical and Electronics Engineering, for her kind support and for
providing necessary facilities to carry out the work.

We wish to convey our special thanks to Dr. G. BALAKRISHNA Ph.D., Principal,

Srinivasa Ramanujan Institute of Technology for his moral support in doing our project
work. Not to forget, we thank all other faculty and non-teaching staff, and our friends who had
directly or indirectly helped and supported us in completing our project in time.

We also express our sincere thanks to Management of Srinivasa Ramanujan Institute

of Technology for providing excellent facilities.

Finally, we wish to convey our gratitude to our family who fostered all the requirements and

facilities that we need.

PROJECT ASSOCIATES

R.RAGAMALA 214G1A0276
K.SAI HARSHITHA 214G1A0287
G.SRINIVASULU
214G1A02A1
P.SAI LIKHITH 214G1A0291
D.RIZWAN SHAFI 214G1A0284

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 ABSTRACT

This project addresses enhancing power quality in a solar photovoltaic (PV) array-driven Electric Vehicle
(EV) charging station. This station can function independently, utilizing PV array-generated power to
charge EV batteries, while also interfacing with the utility grid to supply excess power. Additionally, it
offers reactive power compensation to enhance grid power quality. The charging station serves several
purposes: (i) compensating harmonic currents, (ii) controlling EV battery charging/discharging, (iii)
simultaneous EV battery charging and harmonic current compensation, and (iv) simultaneous discharging
and harmonic current compensation. The control system ensures the charging station operates effectively
even under unbalanced grid voltages, reducing total harmonic distortion in grid currents to below 5% as per
IEEE-519 standards. It is designed to primarily function in grid-connected mode. However, if synchronism
with the grid is lost, it seamlessly transitions to standalone mode, with the PV array charging the EV battery.
Additionally, a synchronization control mechanism is developed to reconnect the system to the grid when it
becomes available.

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 CONTENTS
TITLE PAGE NO:
ACKNOWLEDGEMENT I
ABSTRACT II

LIST OF FIGURES III

LIST OF ABBREVIATIONS VI
CHAPTER 1: INTRODUCTION 01-07
1.1 INTRODUCTION 03

1.2 TYPES OF ELECTRIC VEHICLES 06

CHAPTER 2: LITERATURE REPORT 07-09

CHAPTER 3: FUZZY SYSTEM IMPLEMENTATION 10-27

3.1 SYSTEM CONFIGURATION 10

3.2 CONTROL SCHEME 11
3.2.1 ACTIVE POWER REFERENCE COMMAND 12
3.2.2 REACTIVE POWER REFERENCE COMMAND 12

3.3 VSC CONTROL IN GRID CONNECTED MODE 12

3.4 EV CHARGING/DISCHARGING CONTROL IN STAND 14
ALONE MODE
3.5 WORKING 16
3.6 APPLICATIONS 18
3.7 HYBRID ELECTRIC VEHICLES 18
3.8 MILD HYBRID ELECTRIC VEHICLES 19
3.9 FULL HYBRID ELECTRIC VEHICLES 19
3.10 SERIES HEVS 20
3.11 CLASSIFICATION OF ELECTRIC VEHICLE 20
3.12 HISTORY 21
3.13 BATTERY TECHNOLOGIES 22
3.14 CHARACTERISTICS OF THE BATTERIES 23
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 3.15 DIFFERENT COMPONENTS AND BATTERY TYPES 24
3.16 CHARGING OF ELECTRIC VEHICLES 27

CHAPTER 4: MATLAB/SIMULATION 28-37

4.1 DEVELOPMENT ENVIRONEMENT 28
4.2 MATLAB MATHEMATICAL FUNCTION LIBRARY 29
4.3 THE MATLAB LANGUAGE 29
4.4 GRAPHICS 29
4.5 THE MATLAB APPLICATION PROGRAM INTERFACE 29
4.6 MATLAB DOCUMENTATION 30
4.7 MATLAB TOOLS 30
4.7.1 THREE PHASE SOURCE BLOCK 30
4.7.2 VI MEASUREMENT BLOCK 30
4.7.3 SCOPE 31
4.7.4 THREE PHASE SERIES RLC LOAD 31
4.7.5 THREE PHASE BREAKER BLOCK 32
4.7.6 INTEGRATOR 32
4.7.7 BREAKER 32
4.7.8 THREE PHASE PROGRAMMABLE VOLTAGE SOURCE 33
4.7.9 TRIGNOMETRIC FUNCTION 34
4.7.10 THREE PHASE TRANSFORMER 35
4.7.11 THREE PHASE TRANSFORMER 12 TERMINAL 35
4.7.12 IGBT DIODE 36
4.7.13 PULSE GENERATOR 37
4.7.14 REPEATING SEQUENCE 37

CHAPTER 5: PROPOSED SIMULATION DAIGRAM &RESULTS 38-42

5.1 SIMULAATION DIAGRAM 39

5.2 CHARGING STATION AT STEADY STATE 39

5.3 DYNAMIC RESPONSE OF GRID CONNECTED SYSTEM 40

5.4 RISE IN SOLAR INSOLATION EV CHARGING 40

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5.5 VOLATGE UNBALACE AND RISE IN PV INSOLATION 41

5.6 CHARGING STAION PROVIDING REACRTIVE POWER 37

COMPENSATION TO THE GRID

5.7 PERFORMANCE DURING SYNCHRONIZATION 42

5.8 PERFORMANCE DURING THREAT 42

CHAPTER 6: CONCLUSION 43
REFERENCES 44-45

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 LIST OF FIGURES

Fig. No Description Page No.

2.1 Comparision of savings in cost per kilometer of vehicles 05
2.2 Electric vehicle classification according to technologies 07
3.1 Three phase three wire single stage grid connected PV 11
System with EV
3.2 controller diagram 13
3.4 solar PV module diagram 14
4.7.1 Three phase source 30
4.7.2 Three phase v-I measurements 30
4.7.3 Scope 31
4.7.4 Three phase series RLC load 31
4.7.5 Three phase breaker block 32
4.7.6 Integrator 32
4.7.7 Breaker 33
4.7.8 Three phase programable voltage source 34
4.7.9 Trigonometric function 34
4.7.10 Three phase transformer (two windings) 35
4.7.11 Three phase transformer (12 terminal) 35
4.7.12 IGBT diode 36
4.7.13 Pulse generator 37
4.7.14 Repeating sequence 37
5.1 Controller diagram 39
5.2 Charging station at steady state 39
5.3 Dynamic response of grid connected system 40
5.4 Rise in solar insolation,EV charging 40
5.5 Voltage unbalance and rise in PV insolation 41
5.6 Charging station providing reactive power compensation 41
to the grid
5.7 Performance during synchronization 42
5.8 Performance during threat 42

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iii
 LIST OF ABBREVIATIONS

PV Photovoltaic cell
MPPT Maximum Power Point Tracking
PMW Pulse Width Modulation
D-AXIS Direct Axis Currents
Q-AXIS Quadrature Axis Currents
HAWT Horizontal Axis Wind Turbine
VAWT Vertical Axis Wind Turbine
NN Neutral Network
FLC Fuzzy Logic Controller
TSR Tip Speed Ratio
WECS Wind Energy Conversion System

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 CHAPTER 1
INTRODUCTION

CHAPTER I
INTRODUCTION

The environmental concerns for increased pollution, resource conservation have led to the increase
in the usage of the electrical vehicles (EVs). Due to rise in the EV demand, charging stations are required to
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be installed. Conventionally, the EV battery is charged using the power from the grid. The charger
topologies using grid to charge the EV battery are demonstrated. These topologies use the enormous amount
of grid power to charge the EV battery. However, due to unidirectional power flow nature of the charger,
the active power is not allowed to flow from vehicle to the grid. However, EV battery may be utilized as an
energy storage to use the power in case of peak demand.
Most of the times EV is parked with a large amount of energy stored in it. When EV is idle, the
power stored in the battery is supplied to the grid to meet the peak power requirement. To accomplish this
objective, the EV charger needs to support the bi-directional active power flow [6]. When EV supplies
power to the grid, the procedure is named as vehicle to grid (V2G). In this mode, the EV charges may also
provide the reactive power support to the grid [7-10]. The reactive power support is provided near to the
load end. The PV intermittency is overpowered by the utilization of the EV battery as a buffer storage and
interfacing the charging station to the grid. An onboard charge to charge the EV battery has been
demonstrated However, onboard charges use for low powered batteries. Therefore, an off-board charger
proves to be more viable solution as compared to the on-board chargers. The topologies with off-board
chargers are discussed
In the present work a single stage PV based off-board EV charging station connected to the grid is
demonstrated. This charging station supports the bi-directional flow of power. The EV is
connected at the DC-link of the charging station using a bi-directional converter. The benefit of a
bidirectional converter is that it blocks the second harmonic current and the DC-link ripples to enter the EV
battery and deteriorates the battery by decreasing its lifetime. Moreover, the dependency of the selection of
the EV battery rating on the DC-link voltage is eliminated. The duty cycle of the bidirectional converter is
controlled to charge

discharge of the battery.

The PV array is used here for EV battery charging and the extra power is supplied to the utility to reduce the
generation requirement. The VSC is utilized for the reactive power compensation demanded by the grid.
The PV based EV charging station improves the grid power quality in the grid connected mode and during
the grid failure, it operates in the standalone mode and PV array generation is used for the charging the EV
battery. The system is also tested during various dynamic conditions such as PV insolation variations,
unbalancing of the grid voltages, compensation of the grid reactive power. Whenever, the grid is restored
back, the charging station synchronizes to the grid.
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Electric vehicles (EVs) are being seen as a crucial technology for lowering pollution levels in the
transportation industry. In addition, initiatives aimed at promoting the use of EVs across the globe are
leading to an exponential growth in the percentage of EVs. Due to their short driving range, electric vehicles
require regular recharging while on the road, making this a major worry. Moreover, one of the major
concerns about EV use is the accompanying high cost and the limitation in terms of battery life. Therefore,
in order to establish sufficient charging stations for electric vehicles, there is a great deal of study into the
use of renewable energy for this purpose. Here, electric vehicle charging stations are making use of sources
such as solar photovoltaic arrays, wind turbines, and fuel cell stacks.

Consequently, it is crucial to use dispersed energy resources in a hybrid manner that complements the
unpredictability of each in order to meet the power demand while also improving environmental
circumstances. Additionally, a big issue presently is the charging of electric vehicles using appropriate
control algorithms.

Furthermore, a concentrate by the EU observed that street transportation was liable for over 70% of CO2
discharges in the transportation area, and that the business in general was liable for roughly 28% of all
emanations. To relieve the development of CO2 and other ozone harming substances in the air, authorities
in most of industrialized countries are pushing for the reception of EVs. Specifically, they advocate for
proficient and harmless to the ecosystem transportation by means of different projects, generally as tax cuts,
purchasing appropriations, or other

interesting arrangements, such free open stopping or roadway utilization. Electric vehicles have many
advantages over ordinary vehicles:

 Zero emissions: Both carbon dioxide (CO2) and nitrogen dioxide (NO2) are not released into the
atmosphere by these vehicles. The production methods are also usually better for the environment,
even if making batteries has a negative effect on carbon footprint.
 Simplicity: There are fewer moving parts in an electric vehicle's (EV) engine, which means less
expensive repairs. The engines are smaller, less complicated, and noiseless since they don't need a
cooling circuit, gearshift, clutch, or noise-reduction components.

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  Reliability: This sort of vehicle has fewer failures since it has fewer and simpler components.
Electric vehicles also don't be damaged by things like vibrations, gasoline corrosion, explosions, or
engine wear and tear.
 Cost: Rather than traditional gas powered motor vehicles, which bring about a lot higher upkeep and
fuel costs, electric vehicles have considerably less expensive support and power costs. Contrasted
with traditional vehicles, electric vehicles have a much lower energy cost per kilometer.
 Comfort: There are no tremors or engine noise while you ride in an electric vehicle, making it a
more pleasant option.

1.1 ELECTRICAL VEHICLES

On a worldwide scale, the vehicle business has developed into a force to be reckoned with as far as both
financial result and Research and development spending. To an ever increasing extent, cars are equipped
with innovation includes that intend to improve the security of the two people on foot and travelers. Even
better, we can go in relative solace and speed since there are more vehicles out and about.

Tragically, this has brought about a huge ascent in degrees of air toxins in metropolitan regions, including
particulate matter (PM), sulfur dioxide (SO2), nitrogen oxides (NOx), and carbon monoxide (CO). Besides,
more than 70% of CO2 emanations from transportation are owing to street transport, and the area in general
is liable for around 28% of all discharges, as per an EU examination.

To mitigate the buildup of CO2 and other greenhouse gases in the air, officials in the majority of
industrialized nations are pushing for the adoption of EVs. In particular, they advocate for efficient and
environmentally friendly transportation via a variety of programs, mostly in the form of tax breaks, buying
subsidies, or other unique policies, such free public parking or highway usage. Electric vehicles have many
benefits over conventional cars:

 No emissions: these vehicles discharge no nitrogen dioxide (NO2) or tailpipe poisons, CO2. The
creation techniques are likewise generally better for the climate, regardless of whether making batteries
adversely affects carbon impression.
 The diminished intricacy of electric vehicle (EV) motors brings about much lower upkeep costs. The
motors are more modest, less confounded, and quiet since they needn't bother with a cooling circuit,
gearshift, grip, or commotion decrease parts.
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 This sort of vehicle has fewer failures because to its reliability, which is enhanced by having fewer and
simpler components. Electric vehicles also don't be damaged by things like vibrations, gasoline
corrosion, explosions, or engine wear and tear.
 Maintenance and energy expenditures for electric cars are much cheaper than those for conventional
gas-powered automobiles. As seen in Figure, the energy cost per kilometer for electric cars is much
lower compared to conventional automobiles.
 Traveling in an electric vehicle is more pleasant than in a conventional vehicle since there are no
vibrations or engine noises.
 Compared to conventional cars, electric vehicles have higher efficiency. The total efficiency of the
power plant is another factor that will determine the well-to-wheel (WTW) ratio. A diesel vehicle's
overall WTW efficiency may be anywhere from 25% to 37%, whereas a gasoline vehicle's might be
anywhere from 11% to 27%. In comparison, EVs powered by renewable energy sources may achieve an
overall efficiency of up to 70%, whereas EVs powered by natural gas power plants have a WTW
efficiency ranging from 13% to 31%.

 Accessibility: Other combustion cars are not permitted to enter some metropolitan areas, such as low
emissions zones, but this vehicle type may. In major cities, EVs are not subject to the same traffic
restrictions, even during the most polluted times of day. To make matters worse, a new research out of
the OECD indicates that EVs will not help the air quality problem, at least not when it comes to PM
emissions.

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 Figure 1. Comparison of savings in cost per kilometer offered by vehicles powered by Gasoline,
Ethanol (E85), Hybrid, Diesel oil,

Biodiesel, NGVs, electricity, and LPG (liquefied petroleum gas) [1]. Contrarily, EVs have substantial
difficulties linked to their batteries:

Range: with a full charge, the range is usually restricted to 200 to 350 km, although they are always working
to enhance this. A few examples of electric vehicles with impressive ranges include the Nissan Leaf
(364 km) and the Tesla Models (over 500 km).
Charging duration: the battery pack needs 4 to 8 hours to be fully charged. A 30-minute "fast charge" to
80% capacity is still possible. As an example, the Model S can be charged to 50% in 20 minutes and 80% in
half an hour using a Tesla supercharger .

1.2 Types of Electric Vehicles

This section provides a taxonomy of electric vehicle types along with remarks on their defining features. We
also go over the present state of the market by looking at historical sales figures and sales projections for
this kind of vehicle worldwide. Taxonomy of Electric Vehicles Different varieties of electric vehicles are
now available, each with its own unique engine technology. Typically, there are five main categories for
them .
• BEVs, or battery electric vehicles, are cars that run entirely on electricity. There is no internal combustion
engine and no liquid fuel used by BEVs. In order to achieve a satisfactory level of autonomy, BEVs often
use massive battery packs. While some BEVs can go up to 500 km on a single charge, the average range is
160–250 km. One such car is the all-electrics, which has a current range of 360 km on a single charge from
its 62 kWh battery.

One sort of electric vehicle is the module crossover, or PHEV, which consolidates the force of a gas motor
with an electric engine that can be re-energized from an outside power source. Under run of the mill driving
conditions, PHEVs may radically eliminate fuel use thanks to their capacity to store lattice power.

With its 12 kWh battery, the electric motor alone can impel the Mitsubishi Stranger PHEV [25] for around
50 kilometers. Yet, it's important that PHEVs utilize a greater number of gas than what the creators
guarantee. A mixture electric vehicle (HEV) is one that utilizes both an electric engine and a customary gas
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powered motor to push the vehicle ahead. Assuming you knew about module cross breed electric vehicles
(PHEVs), you realize that HEVs are unique. In reality, the electric motor's battery is charged by the power
that the vehicle's gas powered motor produces.

Slowing down changes over dynamic energy into electric energy, which might be utilized to charge the
batteries in fresher adaptations. The fourth-age crossover Toyota Prius has a 1.3 kWh battery, which
hypothetically gave it 25 km of all-electric reach.

Figure 2. Electric vehicles classification according to their engine technologies and settings

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 CHAPTER 2
CHARACTERISTICS

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 CHAPTER II
CHARACTERISTICS
2.1.1. Hybrid Electric Vehicles (HEVs)

By integrating an internal combustion engine (ICE) with an electric motor or motors, hybrid electric
vehicles (HEVs) are able to outperform conventional ICE cars in terms of fuel economy, emissions, and
performance. High-Energy Vehicles (HEVs) don't need an external power source to recharge their batteries;
instead, they use regenerative braking and the engine. Here are the several types of HEVs and how they are
classified.

2.1.2. Mild Hybrid Electric Vehicles (MHEVs):

A mild hybrid electric vehicle's engine and transmission are linked via an integrated starter generator (ISG),
rather than a conventional start motor. When the vehicle is propelled by ISG, the engine size is reduced, as
stated by Lee et al. (2015). One well-known example of a mild hybrid electric car is the 2006 Buick
Lacrosse. Here are the main points of how mild HEVs work: Upon starting the vehicle, the electric
generator is activated and the gasoline engine is deactivated. Equipment used in the workplace will therefore
be powered by electric motors. At high speeds, the gasoline engine kicks in when the brake pedal is
depressed, allowing the vehicle to accelerate steadily. These procedures lead to...

 The electric motor boosts acceleration and fuel efficiency by adding power to the internal
combustion engine.
 The little battery isn't powerful enough to run the car on its own.
 Case in point: Cars that use a 48V mild hybrid system.

2.2.2. Full Hybrid Electric Vehicles (FHEVs):

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• The vehicle may be propelled for short distances, often at modest speeds, by the electric motor and battery
on its own.

To maximize efficiency, the internal combustion engine (ICE) and electric motor collaborate.
•Toyota Prius and Honda Insight are two examples.

2,2.3. Series HEVs:

• The electric motor propels the vehicle's wheels, while the internal combustion engine (ICE) powers the
vehicle's battery charger.
•A vehicle that qualifies (with extended range mode) is the Chevrolet Volt.

2.3 Classifications of electric vehicle

An energy unit electric vehicle (FCEV), an unadulterated electric vehicle (PEV), and a crossover electric
vehicle (HEV) are the three fundamental classes of electric vehicles while considering the power
supplement and impetus. Here is a speedy once-over of the different EVs: Table 1. Electric engines are the
main wellspring of drive for PEVs, which are fuelled totally by energy put away in a power stockpiling unit.
Joining an electric engine with a gas powered motor is the driving system of a half breed electric vehicle
(HEV), which can run on one or the other power or fuel (diesel or gas). Power module electric vehicles
(FCEVs) utilize an electric engine to push them; they might be fuelled straightforwardly or by implication
by gas, methanol, ethanol, or hydrogen.

Unique identifier for digital objects 10.1109/TTE.2023.3234994 A system foundation for scheduling and
allocating V2G has been laid out. Control of energy consumption in vehicle-to-grid (V2G) and vehicle-to-
home (V2H) scenarios is already proven. An online energy management system based on game theory has
been developed for hybrid multi-stack vehicles powered by fuel cells. By reducing the computational effort,
that energy management for hybrid vehicles is possible. A different approach to managing energy for
electric vehicle charging has
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been shown, which involves establishing reference power levels for EVs. Energy management on fuel cells,
batteries, and ultra capacitors with action trimming is the focus of a deep reinforcement learning approach
for HEVs.

Nowadays, top shaving is extremely popular on the grounds that to the broad utilization of battery energy
capacity (BES) in electric vehicle charging. Yet, the absolute expense of the incorporated halfway power
handling converter goes up since additional batteries are utilized. Misfortunes are limited in this framework
in light of the fact that the converter manages the influence transmission from the BES to the EV battery.

2.3.1. History:

Out of all the energy stockpiling choices accessible, the BESS is awesome for an independent framework,
taking down options like siphoned hydro, compacted air, flywheels, super capacitors, and superconducting
attractive capacity. To accomplish these objectives, an independent framework comprising of a PV exhibit,
DG set, and BESS will be set in motion

1) In the first place, to direct the purpose in like manner coupling (PCC) voltage because of changes in sun
oriented light, as well as changes in and irregular characteristics inside the heap.
2) The measuring of load for turning the DG on and off is not necessary.
3) In accordance with the IEEE-519 standard, the power quality of the system is enhanced by decreasing the
total harmonic distortion (THD) of DG set currents and PCC voltages.
4) To control the flow of electricity from the generator to the consumer.
5. The balanced DG currents are maintained by the voltage-source converter (VSC) of the BESS, which also
compensates for reactive power. This lessens the likelihood of machine overheating and shaft vibration.

BATTERY TECHNOLOGIES

When it comes to electric vehicles (EVs), the battery is king since it stores and supplies all the energy
needed to run the electric motor. The following are in-depth analyses of several facets of EV batteries:

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Types of EV Batteries
Lithium-Ion (Li-Ion) Batteries

Features: High energy density, long cycle life, and lightweight.

Applications: Most modern EVs, including cars and two-wheelers.

Advantages:
o High efficiency.

o Low self-discharge rate.

o Scalability for different EV sizes.

Here you will find some fascinating information about batteries, such as the following: the rise in
production all over the globe, the decline in prices, the key features, and the many technologies used in their
creation. There have been tremendous strides in battery technology in recent years. Furthermore, there has
been a 66% growth in the global production of EV batteries [50]. This is certainly associated with the rise in
the number of sales of EVs, and the demand for these batteries is expected to continue expanding. Indeed,
experts anticipate that both the supply and demand for electric vehicles will see even greater growth in the
years to come.
. Characteristics of the Batteries
Concerning the main characteristics of batteries, we can highlight the following:
• Abilities. The high expense and complexity of storing is a major issue with electric power. Right now, this
leads to a lot of money going into creating new batteries that are more efficient and reliable, which increases
their storage capacity.
How much energy a battery is capable of storing is called its capacity, and it depends on a number of
factors. Electric cars often utilize the watt hour (Wh) measurement, although ampere hour (Ah) is also an
acceptable representation. New technologies that can store more energy in less time will be a game-changer
for electric vehicles because battery capacity is a major factor in how autonomous they are. Table 2 displays
information pertaining to the capacity of electric vehicle batteries. We can see that battery capacity is going
up all the time; eventually, we can expect to see cars with batteries that can store more than 100 kWh.

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• Charging procedures. When the battery is fully utilized or loaded, the charge cycle ends.
Duration of life. A battery's capacity to withstand charging cycles is one indicator of its longevity, which is
an important consideration in and of itself. Our objective is to get batteries that can withstand more cycles of
charging and discharging.
Internal opposition.

There is a protection from the progression of power because of the way that the parts of the batteries are not
ideal guides. There is a deficiency of intensity energy (warm misfortune) when the battery is being charged.
At large power charges, the inside opposition turns out to be more critical in light of the fact that the
intensity made per unit of time is comparable to the power lost in the obstruction. In this way, quicker
charging tasks will bring about higher energy misfortune than more slow ones. Thus, it is critical that
batteries can endure fast charging and the expanded temperatures brought about by interior opposition.
Moreover, bringing down this obstruction could abbreviate the time expected to charge the vehicle, which is
currently one of the significant disadvantages of these vehicles.

2. How well it functions. It is the proportion of how much energy that can be put away in the battery to how
much power that can be utilized.

Different Components and Battery Types

The utilization of BESs isn't yet a viable technique because of the multiplication of electric vehicle models,
assortment of battery types, and absence of normalization; all things considered, the vehicles that BESs are
all expected to administration ought to use similar batteries [10]. Albeit Li-particle batteries are seeing
expanded use in EVs, there is many batteries accessible; in any case, coming up next are especially
essential:
Lead-oxide lead-corrosive batteries. The principal sort of battery-powered battery, they were created in
1859. In spite of its pervasiveness in internal combustion vehicles, this sort of battery has tracked down its
direction into EVs too. The energy thickness proportion and explicit energy are both rather low. A layer of
sulfuric corrosive and a heap of lead plates meet up to make the battery. Lead sulfate is changed over
completely to metal in the negative plates during the main stacking process, while lead oxide is produced in
the up-sides (PbO2). Vehicles that utilized these batteries incorporate the Toyota RAV4 EV and the General
Engines EV1.
The Ni-Compact disc battery is one model. These batteries had a higher energy thickness during the 90s
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[12], yet they had a short lifetime, a solid memory impact, and were made with cadmium, an expensive and
naturally unsafe metal. For that reason nickel-metal-hydride (NiMH) batteries are continuously supplanting
nickel-cadmium ones.
• Ni-MH batteries, which represent nickel-metal-hydride. The negative cathodes of these batteries are not
made of cadmium (Compact disc), yet of an amalgam that can store hydrogen [14]. Cross breed vehicles,
including the Prius from Toyota and the EV1 from General Engines (in its subsequent cycle), utilize these
batteries notwithstanding their quicker self-release than nickel-cadmium batteries. An extra nickel-metal-
hydride variation was accessible for the Toyota RAV4 EV notwithstanding the lead-corrosive adaptation.
Lead-corrosive batteries (Zn-Br2). These batteries change bromide into bromine in the positive terminal by
putting away a zinc-bromine arrangement in two tanks. The "T-Star" model, which
appeared in 1993, utilized this innovation [15].
• Batteries made of sodium chloride and nickel (NA-NiCl). Sodium sulfur batteries are very like these,
which is the reason they are additionally called Zebra batteries. Regardless of having an optimal working
scope of 260 _C to 300 _C, their principal benefit is that they can give 30% more energy even at low
temperatures. Electric vehicles are the ideal use for these batteries [17]. In 2006, the now-dead Modec firm
utilized them.
• Na-S batteries, which use sodium fluid (Na) and sulfur (S) as their parts. The energy thickness, stacking
and dumping efficiencies, and life expectancy of this battery type are very high, going from 89 to 92
percent. The way that these materials are economical is one more advantage of theirs. In any case, they are
equipped for working at temperatures going from 300 to 350 °C [19]. Model years 1992-1993 saw the
presentation of the Portage Ecostar, which utilized these batteries.
1. Lithium-particle batteries, frequently known as Li-Particles. To work with the reversible electrochemical
interaction between the cathode and anode, these batteries utilize a lithium salt as the electrolyte. The many
advantages of lithium-particle batteries incorporate their high stacking limit, low inward obstruction, and
high stacking and dumping cycles, notwithstanding their lightweight parts. Moreover, they diminishedly
affect memory.
The temperature and voltage windows limit the protected and dependable working area of lithium-particle
batteries. Going over these cutoff points would quickly decrease the battery's exhibition and could represent
a security risk (e.g., fire or blast) since electrolytes start to debase themselves at 150 °C. These days, most
electric vehicles and module crossover electric vehicles use this particular sort of battery.

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 Table 1.
Characteristics of EV batteries
Charging of Electric Vehicles

The time and features of the battery charging procedure are crucial considerations in addition to autonomy.
A quick and easy manner for people to charge their EVs is crucial for the sure success of EVs. Doing so will
need the installation of infrastructure that permits such quick and easy charging. This necessitates the
installation of electric charging stations that can provide rapid charges for lengthy commutes, in addition to
charging at residences. Presented here are the many guidelines and standards that have been developed for
the charging technology of electric cars. Specifically, we describe the connections and the various charging
techniques outlined in the existing standards.

There are a variety of standards for charging electric cars; these standards are mostly based on the location
of the vehicles' intended usage. For electric vehicle loading, the SAE-J1772 standard is utilized in North
America and the Pacific zone. While the IEC-62196 standard was established in Europe, the GB/T 20234
standard is utilized in China. The third standard differs from the first two in that it categorizes charging
modes based on the amount of power that is used to charge, as opposed to how the power is classified (DC
vs. AC).
Developed in 1996 and maintained by SAE International, the SAE-J1772 [20] mode is a North

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 CHAPTER 3

SOLAR PHOTOVOLTAIC
SYSTEM

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 CHAPTER III

SOLAR PHOTOVOLTAIC SYSTEM

3.1. Introduction:
A device that uses the photovoltaic effect to transform sunlight into electricity is called a solar cell or
photovoltaic cell. While "solar cell" is more often used to describe devices whose only purpose is to collect
energy from sunlight, "photovoltaic cell" is more commonly used when the source is not mentioned. Solar
panels, modules, or arrays of photovoltaic cells are assembled from individual cells. Scientific study and
technological development pertaining to the conversion of solar radiation into usable electricity is known as
photovoltaic’s.

The efficiency of solar cells ranges from 6% for amorphous silicon-based cells to 40.7% for research lab
cells with multiple junctions and 42.8% for hybrid packages that include several dies. The energy
conversion efficiencies of multi crystalline Si solar cells that are now on the market range from 14% to
19%.

Other electrical gadgets may also be outfitted with solar cells to enable them to run entirely on solar energy.
People may incorporate solar power into their everyday lives by using solar phone chargers, bike lights, and
camping lanterns.

A person may also avoid spending money on new batteries by using ones that can be recharged using a solar
battery charger. Solar battery chargers can put power back into a wide variety of electronic devices,
including smart phones, PDAs, computers, mp3 players, and more. This eliminates the need to plug these
gadgets into an electrical outlet to charge them. Most power is generated using harmful, non-sustainable
techniques, thus this is particularly beneficial.

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 Figure 3. Solar PV Module diagram

In the event that the main power source goes out, a solar battery may kick in and keep the lights on, making
it one of the most useful energy sources for reducing usage. There is a wide range of solar battery systems
available, with power outputs ranging from a few watts to several thousand kilowatts. Traditionally, solar
batteries have mostly been used for assuring power supply in distant areas or as part of solar energy
producing plants that employ a big number of batteries. Solar battery module panels mounted on rooftops or
outside walls have been growing in popularity as of late.

To acquire a photo voltage, solar batteries typically consist of a series connection of many photoelectric
power producing components on a substrate. The smallest component unit of a device that converts light
energy into usable electricity is the solar cell, which is an integral part of solar panel batteries. Solar cells
are promising energy harvesting technologies because they are able to directly transform solar radiation into
electricity with a high conversion efficiency, provide almost permanent power at cheap running costs, and
do not impact the environment in any way.

3.2. Working:

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To harness the sun's rays and turn them into usable electricity, solar power systems use photovoltaic cells.
The use of semiconductors called photovoltaic solar cells allows them to transform sunlight into usable
power. The use of crystalline semiconductors in solar cells, like silicon, allows for very efficient and
dependable power generation. Photovoltaic cells are crystal wafers made of silicon that, when exposed to
light, generate a voltage across their opposing sides. This grid-like structure collects current. Photovoltaic
cells pull energy from light into the semiconductor's valence electrons, which then free themselves from the
bonds holding them to the atoms' centers and enter a more energetic state known as the conduction band,
where they can freely move through the material.

The standard method for constructing solar panels involves physically integrating many modules made of
solar cells and connecting them in such a way that they form a single unit. A bigger array of solar panels
may be formed by connecting many panels together. You may get different voltage outputs by connecting
the photovoltaic cells in a module in series or parallel, usually using an internal wiring layout. Similarly, a
panel can have many modules linked in series or parallel. A collector pad on the grid is typically electrically
linked to the opposing surface of the next cell in a series strip of solar cells. A substrate and a layered
structure are the most common components of photovoltaic cells, while there are many more possible
combinations during manufacturing. Converging solar cell modules come in a variety of shapes and sizes,
and they all use a lens system to concentrate the sun's rays into a smaller area, making them more cost-
effective for use in electric power generation systems. Gaining the most power output from a photovoltaic
cell or array, regardless of the weather, is the ideal way to get the most of the electrical power that these
devices provide. The efficiency of the converging solar cell module's power generation has been enhanced
by the employment of various sun tracking methods. The rectifier receives the power from the solar cells
and sends it into the AC network or a battery via electric cables. In most cases, a coupling box is included
for attaching to the solar panel. Primary components of solar panels include a sturdy back, insulation,
headers, receiver tubes, and tube guides/supports. Headers join the tubes at the panel's top and bottom. Solar
panels are usually set up on a mounting system that rests on a surface that supports it, such a rooftop.
Millions of heliostats, or sun tracking mirrors, work together to capture the heat energy from thesun. A solar
receiver is a heat exchanger that is directed and focused solar energy. Around one of the receiver's outside
walls are arrays of solar receiver panels. A solar battery module panel consists of many photovoltaic
components that are resin-sealed between a film covering the back of the module and the glass covering the
front. When connecting several modules or solar panels, additional terminals are needed for the cables that

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marry the components. This is also true when connectingtwo or more modules. As an alternative to dry
batteries, solar batteries have found their way into a wide range of electronic devices. The production cost of
these batteries has recently dropped, and they are dependable, long-lasting, and affordable. To begin with,
photovoltaic systems, which can provide enough power for customers with a larger demand, employ
arrangements of solar cells with huge surfaces. When grid-connected electricity isn't an option, such in rural
areas, solar panels are a great alternative. Electronic devices with low power consumption, such watches,
digital cameras, mobile phones, and commercial radar detectors, may be powered entirely by the
electromotive force of solar batteries.

3.3. Applications:

 Solar cells may be integrated into many electrical gadgets to enable them to run entirely on solar
energy. People may incorporate solar power into their everyday lives by purchasing solar phone
chargers, bike lights, and camping lanterns.
 Although there has been a decline in the learning curve, the installation costs of solar power plants
may be substantial. Solar power plants are gradually displacing older, less efficient energy sources in
developing nations.
 Solar energy accounted for only 0.02% of the global energy consumption in 2008. The use has been
increasing at a rate of 2% every year. Solar power would overtake all others in the energy market
within a few decades if current trends continue.

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 CHAPTER 4
MATLAB SIMULATION

CHAPTER IV
MATLAB/SIMULATION
MATLAB is a high-performance language for technical computing. It integrates computation, visualization,
and programming in an easy-to-use environment where problems and solutions are expressed in familiar
mathematical notation. Typical uses include-
 Math and computation
 Algorithm development
 Data acquisition
 Modelling, simulation, and prototyping
 Data analysis, exploration, and visualization
 Scientific and engineering graphics

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MATLAB is an interactive system whose basic data element is an array that does not require dimensioning.
This allows solving many technical computing problems, especially those with matrix and vector
formulations, in a fraction of the time it would take to write a program in a scalar non-interactive language
such as C or FORTRAN.
The MATLAB system consists of six main parts:
(a) Development Environment
This is the set of tools and facilities that help to use MATLAB functions and files. Many of these tools are
graphical user interfaces. It includes the MATLAB desktop and Command Window, a command history, an
editor and debugger, and browsers for viewing help, the workspace, files, and the search path.
(b) The MATLABMathematical Function Library
This is a vast collection of computational algorithms ranging from elementary functions, like sum, sine,
cosine, and complex arithmetic, to more sophisticated functions like matrix inverse, matrix Eigen values,
Bessel functions, and fast Fourier transforms.

(c)The MATLAB Language

This is a high-level matrix/array language with control flow statements, functions, data structures,
input/output, and object-oriented programming features. It allows both "programming in the small" to
rapidly create quick and dirty throw-away programs, and "programming in the large" to create large and
complex application programs.
(d) Graphics
MATLAB has extensive facilities for displaying vectors and matrices as graphs, as well as annotating and
printing these graphs. It includes high-level functions for two-dimensional and three-dimensional data
visualization, image processing, animation, and presentation graphics. It also includes low-level functions
that allow to fully customize the appearance of graphics as well as to build complete graphical user
interfaces on MATLAB applications.
(e)The MATLAB Application Program Interface (API)
This is a library that allows writing in C and FORTRAN programs that interact with MATLAB. It includes
facilities for calling routines from MATLAB (dynamic linking), calling MATLAB as a computational
engine, and for reading and writing MAT-files.
(f) MATLAB Documentation
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MATLAB provides extensive documentation, in both printed and online format, to help to learn about and
use all of its features. It covers all the primary MATLAB features at a high level, including many examples.
The MATLAB online help provides task-oriented and reference information about MATLAB features.
MATLAB documentation is also available in printed form and in PDF format.
(g) Mat lab tools
(i) Three phase source block

4.1 Three Phase Source

The Three-Phase Source block implements a balanced three-phase voltage source with internal R-L
impedance. The three voltage sources are connected in Y with a neutral connection that can

(ii) VI measurement block

The Three-Phase V-I Measurement block is used to measure three-phase voltages and currents in a circuit.
When connected in series with three-phase elements, it returns the three phase-to-ground or phase-to-phase
voltages and the three line currents

4.2 Three Phase

v-I measurements
(iii) Scope
Display signals generated during a simulation. The Scope block displays its input with respect to simulation
time. The Scope block can have multiple axes (one per port); all axes have a common time range with
independent y-axes. The Scope allows you to adjust the amount of time and the range of input values
displayed. You can move and resize the Scope window and you can modify the Scope's parameter values
during the simulation

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 4.3 Scope
(iv). Three-Phase Series RLC Load
The Three-Phase Series RLC Load block implements a three-phase balanced load as a series combination of
RLC elements. At the specified frequency, the load exhibits constant impedance. The active and reactive
powers absorbed by the load are proportional to the square of the applied voltage.

4.4 Three-Phase Series RLC Load

(v) Three-Phase Breaker block

The Three-Phase Breaker block implements a three-phase circuit breaker where the opening and closing
times can be controlled either from an external Simulink signal or from an internal control signal.

4.5 Three-Phase Breaker block

(vi)Integrator:
Library: Continuous

4.6 Integrator
The integrator block outputs the integral of its input at the current time step. The following equation
represents the output of the block y as a function of its input u and an initial condition y 0, where y and u are
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vector functions of the current simulation time t.

(vii)Breaker:
Implement circuit breaker opening at current zero crossing.
Library: Elements

4.7 Breaker
Purpose: The Breaker block implements a circuit breaker where the opening and closing times can be
controlled either from an external simulink signal (external control mode), or from an internal control timer
(internal control mode).
A series Rs-Cs snubber circuit is included in the model. It can be connected to the circuit breaker. If the
Breaker block happens to be in series with an inductive circuit, an open circuit or a current source, you must
use a snubber.
When the breaker block is set in external control mode, a Simulink input appears on the block icon. The
control signal connected to the simulink input must be either 0 or 1 (0 to open the breaker, 1 to close it).
When the Breaker block is set in internal control mode, the switching times are specified in the dialog box
of the block.
When the breaker is closed, it is represented by a resistance R on. The Ron value can be set as small as
necessary in order to be negligible compared with external components (a typical value is 10 mohms).
When the breaker is open, it has an infinite resistance.
(viii) Three-Phase Programmable Voltage Source

Implement three-phase voltage source with programmable time variation of amplitude, phase,
frequency, and harmonics

Library: Electrical Sources

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 4.8 Three-Phase Programmable Voltage Source

It can be programmed with the time variation for the amplitude, phase, or frequency of the fundamental
component of the source. In addition, two harmonics can be programmed and superimposed on the
fundamental signal.

(ix)Trigonometric Function

Specified trigonometric function on input

Library: Math Operations

4.9 trignometric function

Purpose: The Trigonometric Function block performs common trigonometric functions

(x)Three-Phase Transformer (Two Windings)

Implement three-phase transformer with configurable winding connections

Library: Elements

4.10 Three Phase Transformer(2 windings)

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Purpose:

The Three-Phase Transformer (Two Windings) block implements a three-phase transformer using three
single-phase transformers. The saturation characteristic, when activated, is the same as the one described for
the saturable Transformer block, and the icon of the block is automatically updated. If the fluxes are not
specified, the initial values are automatically adjusted so that the simulation starts in steady state.

(xi)Three-Phase Transformer 12 Terminals

Implement three single-phase, two-winding transformers where all terminals are accessible

Library: Elements

4.11 Three Phase Transformer (12 terminal)

Purpose: The Three-Phase Transformer 12 Terminals block implements three single-phase, two-winding
linear transformers where all the twelve winding connectors are accessible. The block can be used in place
of the Three-Phase Transformer (Two Windings) block to implement a three-phase transformer when
primary and secondary are not necessarily connected in Star or Delta.

(XII)IGBT/Diode

Implements ideal IGBT, GTO, or MOSFET and antiparallel diode

Library: Power Electronics

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 4.12 IGBT diode

Purpose: The IGBT/Diode block is a simplified mode of an IGBT (or GTO or MOSFET)/Diode pair where
the forward voltages of the forced-commutated device and diode are ignored.

(XIII)Pulse Generator

The Pulse Generator block generates square wave pulses at regular intervals. The block's waveform
parameters, Amplitude, Pulse Width, Period, and Phase Delay, determine the shape of the output waveform.
The following diagram shows how each parameter affects the waveform.

4.Pulse generator

(XIV)Repeating Sequence
The Repeating Sequence block outputs a periodic scalar signal having a waveform that you specify. You
can specify any waveform, using the Time values and Output values parameters. The Time values parameter
specifies a vector of sample times. The Output values parameter specifies a vector of signal amplitudes at
the corresponding sample times. The Repeating Sequence block uses linear interpolation to compute the
value of the waveform between the sample points you specify.

4.14Repeating sequence
Time values
A vector of monotonically increasing time values. The default is [0 2].

Output values
A vector of output values. Each element corresponds to the time value in the same column. The
default is [0 2].
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 CHAPTER 5
PROPOSED SYSTEM
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 CHAPTER V
PROPOSED SYSTEM
The control of the charging station is designed using the reference active power and reactive power
command. The reference active power command is decided by the EV owner whether to charge/ discharge
the EV battery. The reference reactive power is selected according to the inductive/capacitive reactive
power requirement for the persistent operation of the charging station. The charging station is controlled in
such a manner that EV owner decides the charging/discharging of EV battery. If it is required to charge the
EV battery using grid power, the system operation is known as G2V (Grid to Vehicle). However, if EV
battery discharges to provide power to the grid, the system operation is known as V2G (Vehicle to Grid).
Moreover, the charging station has the ability to provide the reactive power compensation (lagging/leading)
as per the requirement.

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 Fig. 5.1 Three-phase Three wire single-stage grid connected PV system with EV

5.1. SYSTEM CONFIGURATION

The basic block diagram of the single stage PV based EV charging station is demonstrated in Fig. 1. The
sole aim of the PV based charging station is to charge the EV battery with the DC power generated by the
PV array. A bi-directional converter is used for the charging/discharging of the EV
battery. The PV array is directly connected to the DC-link. Thus, eliminating the use of a boost converter
and reducing the overall cost of the charging station. An IGBT based VSC is used for the conversion of DC
power to AC power to be interfaced with the grid. The switches used for the connection of the charging
station with the grid are also IGBT based and are known as static transfer switches (STS).
5.2. CONTROL SCHEME

The fundamental purpose of the present charging station is the utilization of the PV array generation in EV
charging. The charging station is synchronized to the grid and the PVarray power could be supplied to the
grid. Moreover, EV can also discharge and supply the power to the grid. Therefore, an intelligent control
scheme should be developed for the better and efficient utilization of the charging station. The control
approach developed is demonstrated in Fig. 2. The controller basically has two input commands

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A. Active Power Reference Command
It is decided according to charging or discharging requirement of the EV battery. This active power
command is decided by the EV owner, as per his choice of either charging the EV battery or discharging the
EV battery to provide power to the grid and earns the incentives by selling
the power to the grid during peak demand.
B. Reactive Power Reference Command
It governs the amount and the nature of reactive power exchanged, whether the exchanged power is
inductive in nature or capacitive in nature. The control of the EV charging station is classified in two
subsections – VSC and EV charging/discharging control in grid connected mode control and standalone
mode control.

Fig. 2 Controller diagram

The active power reference command and the reactive power reference command contributes to the VSC
switching pulse generation in grid connected mode of operation. The EV battery charging/discharging is
controlled using a DC-DC bidirectional converter. The control scheme is described in the following section
in details.

5.3. VSC Control in Grid Connected Mode

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 The VSC gate pulse generation in the grid connected mode is demonstrated in Fig. 2. The Pref (Active
Power Reference Command) contributes to the active component of the current (Ip) and the reactive power
reference command(Qref) contributes to the reactive component of the current (Iq).The per phase active
currents (ipa, ipb, ipc) are estimated by the multiplication of the active component of the current (Ip) with
the in-phase unit templates (upa, upb, upc). Similarly, the per phase reactive currents (iqa, iqb, iqc) are
estimated by the multiplication of the reactive component of the current (Iq)with the quadrature-phase unit
templates (uqa uqb, uqc). The detailed explanation of the control is described in subsequent sections.
.

When the grid is restored back from an islanded condition, the control synchronizes the grid voltages (vs) to
the PCC voltages (vvsc) immediately prior to its connection to the grid. The synchronization control is
depicted in Fig. 5.The grid voltage amplitude (Vt), θe and grid frequency fs are the parameters, which decide
that the system operating mode.
When either amplitude of the grid voltage at PCC, Vt> 1.1puor Vt < 0.88pu, phase angle θg≠ θsor
the grid frequency fs>50.5Hz or fs < 49.5Hz become abnormal or out of range, then
the grid is disconnected from rest of the system and the system is pushed to an islanding mode. Depending,
upont hese voltage and frequency conditions, the synchronization control decides that whether the system
works in the grid connected mode or islanding mode and it provides the signal either ‘1’ (on) or ‘0’ (off) to
STS (Static Transfer Switches)as demonstrated in Fig.

5.3. EV Charging/Discharging Control in Standalone Mode

The reference DC-link voltage (Vdc*) is obtained from the MPPT to maintain the DC-link voltage during
the dynamic conditions. The controller is designed in such a manner thatEV charging/discharging doesn’t
disturb the DC-link voltage and it always remains at a constant value. A constant amount of power is
exchanged with the grid, so that no additional exertion is put on the grid.

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 CHAPTER6
LITERATURE REPORT

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 CHAPTER VI
LITERATURE REPORT

1.Solar EV charging
An encouragement towards sustainable lifestyle, combining two best ways of tackling pollution on road. We
have solar powered Electric Vehicle(EV) charging stations that help you keep a check on your carbon
footprint as you switch to EV for your daily transportation needs. These chargers are efficient and self-
reliant to provide you a hassle-free experience with the just blooming arena of EV.
Sun-AP prides itself on presenting to its Indian clients the best in class and latest technological innovations
from Global Leaders and brands. Panasonic and Fimer-ABB have been leading distributors in EV Charging
Station setups. Together with Sun-AP Eco Power, the aim is to create quality customer experience through
and out.

2. Universal off-board battery charger for light and heavy electric vehicles
Amidst growing environmental and energy concerns, electric vehicles (EVs) are potential solution for
reducing carbon emission. All-electric green energy objectives heavily rely on standardization of electric
vehicle service equipment (EVSE), associated protocols, smart chargers and battery technology. However,
no generic approach for EVSE for charging different categories of electric vehicle exists. Therefore, in this
paper, an off-board unidirectional conductive type DC fast charger for light and heavy electric vehicles is
presented. The converter is adaptable for charging of light as well as heavy electric vehicles. The proposed
charger is based on resonant series converter with adaptable restructured multiplier rectifier. The
restructuring element for adaptable rectifier is a simple bi-directional switch. The doubler configuration is
recommended for light electric vehicles (400V Class) while quadrupler configuration is recommended for
heavy electric vehicles (800V Class). In this paper, both the configurations and their associated operation
modes are explained with respective waveforms. Further, all semiconductor switches and rectifier diodes are
naturally soft switched owing to resonant converter above resonant frequency operation for minimizing
losses. The charging rates

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and power levels can be scaled up or down by adopting modular approach. To validate the presented
theoretical analysis, a 1.25 kW hardware prototype is designed and tested in the laboratory and experimental
results are presented.

3. A novel circuit for battery charging and motor control of electric vehicle.
A new method of battery charging and motor controlling of an electric vehicle (EV) is disclosed in this
paper. The entire system consists of two major divisions, those are, EV charger and motor controller, which
determine the arrangement of the battery, acting as load or source, and the motor that comes into action
during the driving mode. Both the charging and motor control can be performed by two separate highly
efficient DC-DC converters named as TA converter which is a Buck-Boost by its nature. While charging a
battery it is necessary to make the charging process effective. Microcontroller employs to control all
parameter of EV in all conditions. When the motor draws over current, the invented circuit will be tripped
through the microcontroller. The supply for the charger will be either from the renewable source or rectified
output from the grid. Keywords- Electric Vehicle, DC-DC Converter, PI & Hysteresis Controller.

4. Interleaved single stage LLC converter design utilizing half- and full-bridge configurations for wide
voltage transfer ratio applications
Automotive on-board dc-dc converters are required to operate over a wide input and output voltage range
depending on the state of charge of the input and the output battery. Conventionally, the unidirectional
power transfer between these batteries is enabled by a two-stage converter concept. A first-stage non
isolated dc-dc converter regulates the input voltage of the galvanically isolated second-stage dc-dc converter
such that the second-stage converter operates in its optimum operating point. This article presents a single-
stage interleaved LLC resonant converter of 3.6 kW for this purpose. While LLC converters are usually not
suitable to cover such a wide voltage range (the input voltage between 240 and 420 V and the output voltage
between 8 and 16 V), this LLC converter is operated in a full-bridge mode for large gains

and in a half-bridge mode for low gains. For intermediate gains and loads, the LLC employs the phase-shift
mode. To operate the interleaved LLCs at equal switching frequencies enabling output current ripple
cancellation to reduce the output capacitor, again, the phase-shift mode is utilized to balance the power
transfer during the full-bridge mode while the asymmetrical duty-cycle mode is proposed for power
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balancing during the half-bridge mode. This article analyzes the converter design for these modes of
operation and provides a comprehensive design procedure allowing the designer to simultaneously analyze
all stress values for various resonant tank designs. A 3.6-kW prototype employing Si super junction
MOSFETs achieves a power density of 2.1 kW/L. The maximum efficiency reaches 96.5%, while for most
operating points, it is kept well above 90%. The experimental measurement results validate the analysis and
show that phase-shift operation and asymmetrical duty-cycle modulation can be utilized for power
balancing for full-bridge and half-bridge configurations, respectively, such that a much smaller output
capacitor can be employed.

5.Single-phase bidirectional PEV charger for V2G operation with coupled-inductor Cuk converter
This paper presents the design of a single-phase bidirectional plug-in electric vehicle (PEV) charger for
charging/discharging the vehicle’s battery. The charger operates in all quadrants of the active-reactive (P-Q)
power plane, thus enabling reactive power support service to the utility grid. The proposed charger topology
consists of two cascaded power stages: a full-bridge inverter and a coupled-inductor bidirectional Cuk
converter. A hybrid control system is used, which consists of a set of PI controllers and Takagi-Sugeno (T-
S) fuzzy controllers. This control system allows the charger to follow reference measures for active and
reactive power in a smart grid environment. T-S fuzzy models are derived from the converter-inverter
system for the controller’s design analysis via linear matrix inequalities (LMI). Finally, the effectiveness of
the proposed control strategy for the charger through simulation results is verified.

6. A wide range high voltage gain bidirectional DC-DC converter for V2G and G2V hybrid EV
charger,
This article proposes a new wide-range bidirectional dc–dc converter that has an improved voltage gain
transfer ratio for use in electric vehicle (EV) applications. The converter preserves the common electrical
ground between input and output terminals, and presents a low-voltage stress of switches, high utilization
factor, and high efficiency. The proposed EV charger performance is evaluated for a bidirectional power
flow in grid-connected vehicle-to-grid (V2G) and grid-to-vehicle (G2V) modes. The converter uses a dead-
beat current controller in the dc–dc and dc–ac stages, which has a smooth, accurate, and fast response.
Finally, experimental results for a 500 W, 40–200 V prototype are provided under a bidirectional power
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flow in a closed-loop system in the presence of the proposed dead-beat controllers. The obtained results
substantiate the theoretical analysis and the applicability of this structure. The converter exhibits the
capability for EV battery charging/discharging and demonstrates a peak efficiency of 97.2% and 96.8% in
the step-down and step-up modes of operation, respectively.

7. Frequency adaptive repetitive control for three-phase four-leg V2G inverters

Three-phase four-leg inverters with an LCL filter are employed as onboard vehicle to grid (V2G) inverters
due to their advanced features—high utilization of the dc bus voltage, counteraction of unbalanced voltages,
and so on. Repetitive control (RC) can exactly track periodic signals with known frequency, which offers a
simple high-accuracy current tracking and harmonic suppression solution for three-phase four-leg inverters.
However, the conventional RC (CRC) offers slow dynamic responses due to the embedded delay element,
and grid frequency fluctuation would cause significant performance degradation of CRC controllers in V2G
applications. Moreover, the three-order LCL filter often causes complexity in developing good performance
feedback control schemes for the inverters, especially for complex three-phase four-leg ones. To address
these problems, an easy-for-implementation hybrid control scheme that combines a frequency-adaptive RC
(FARC) controller with a deadbeat (DB) controller is proposed to obtain fast and accurate control of feed-in
grid current for the onboard three-phase

four-leg V2G inverters with an LCL filter in the presence of grid frequency variation and load changes. The
fast-response DB control scheme is based on a simplified first-order model of an LCL filter. The FARC
controller is immune to grid frequency fluctuation. Simulations and experiments have been done to prove
that the DB plus FARC control strategy can provide an excellent current control solution for the three-phase
four-leg V2G inverters

8. Sizing and siting of energy storage systems in a military-based vehicle-to-grid microgrid

Due to the absence of utility power grid infrastructure in remote military bases, on-site diesel generators
serve as the primary sources for power demands. Increasing efficiency and preventing frequent start-
up/shutdown operations of on-site diesel generators are therefore becoming a critical issue for reducing fuel
cost. Application of vehicle-to-grid technology in a military based microgrid has embodies potential for
significant fuel economy benefits since vehicles can act as mobile power sources that provides higher
flexibility for supplying power demands. In addition, energy storage system integration is considered as an
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alternative solution for increasing on-site diesel generators efficiency and lessening their start-up/shutdown
operations. To further improve fuel economy in a remote military based microgrid, this paper proposes a
three-stage planning procedure for identifying the optimal locations and capacities of energy storage
systems, considering multiple operating scenarios via stochastic programming. In the first stage, the optimal
sizing and siting strategy of storage units for each individual operating scenario is determined. In the second
stage, the expected value of optimal locations and capacities of energy storage systems for all the scenarios,
which are determined the first stage are obtained as the near-optimal result. In the third stage, with fixed
location and capacities of energy storage systems, the optimal operation of microgrid is simulated to
demonstrate their benefits. It is assumed that, in the tested microgrid systems, several tactical military
vehicles with onboard generators and energy storage units are deployed as alternative power sources. Note
that on-site diesel generators and on-board vehicle generators support plug-and-play functionality, meaning
their start-up/shutdown operations can be decided in real time. Furthermore, network-constrained AC unit
commitment model is used to optimize operation of microgrids.

9. Reactive power compensation and power loss reduction using optimal capacitor placement
This paper presents an optimal capacitor allocation method that uses the modified Honey Bee Mating
Optimization Algorithm (HBMO) for primary distribution systems. In this practice, a capacitor allocation
approach is applied to improve voltage profile and reduce power loss under constant and varying load
conditions. The problem formulation of capacitor allocation includes determining the location, type, and
size of the capacitor. It is a combinatorial optimization problem with the objective function composed of the
cost of power loss and capacitor installation subject to bus voltage constraints. The HBMO technique can
provide a globally optimum solution. Various scale application systems are used to compare the proposed
method's performance with the other references to achieve an optimal or near-optimal solution. Numerical
results verify the proposed algorithm's effectiveness and validate an improved performance compared to the
reported literature

10.Economic assessment of V2B and V2G for an office building.

The development of smart grids, bidirectional chargers and the increase of the number of electric vehicles
(EV) have made possible the implementation of technologies such as vehicle-to-grid (V2G) and vehicle-to-
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building (V2B). Under optimized operation, these methods can lead to savings in the energy bill and
benefits to the electricity grid. This paper aims to assess the usage of V2G and V2B concepts in a business
setting. For this purpose, we simulate an EV parking lot in the Southern California Edison (SCE) territory,
connected to an office. A mathematical programming optimization determines when the charging and
discharging of the stored energy should take place in order to minimize electricity bill given specific
customer electricity rate regimes. The expected cost savings are analyzed according to SCE's real-time
pricing tariffs for medium-size businesses.

CHAPTER 7 PROPOSED
SIMULATION DIAGRAM
AND RESULTS

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 CHAPTER VII
Proposed simulation diagram and results

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Figure 7.

Figure.8. ab

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Figure 8c

Figure.8 d

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Figure.9 ab

Figure 10. a

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Figure 10.bc

ss

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 CHAPTER 8
CONCLUSION

CHAPTER VIII
CONCLUSION

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A single stage PV based EV charging station has been intended with the capability of synchronization to the
grid and feeding the power generated by the charging station tothe grid and to earn profits by selling power
by discharging of EV battery to the grid at peak hours. The charging station has compensated the reactive
power when connected to the grid. The capability of the charging station has been tested and it proves
satisfactory operation under the grid connected mode as well as standalone mode of operation. The charging
station has been synchronized to the grid, when the grid is available, and it feeds the excess power to the
grid. The experimental results have validated the charging station performance during dynamic conditions
such as variations in PV insolation, unbalance in the grid voltages and compensation of reactive power.

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