Reliable Residential Backup Power Control System

Technol Econ Smart Grids Sustain Energy (2018) 3:8 https://doi.org/10.1007/s40866-018-0046-9

ORIGINAL PAPER

Reliable Residential Backup Power Control System Through Home to Plug-In Electric Vehicle (H2V) Mahdi Shafaati Shemami1

· Mohammad Saad Alam1 · M. S. Jamil Asghar1

Received: 4 March 2018 / Accepted: 18 May 2018 © Springer Nature Singapore Pte Ltd. 2018

Abstract Electric vehicles (EV) are being commercialized to overcome engine emissions and boost performance of vehicle. Peak power management of grid is also accomplished through EVs with vehicle-to-grid (V2G) and vehicle-to-home (V2H) capabilities. In a smart grid environment, these strategies assist in managing peak load management of the grid and home respectively. This paper proposes the use of EV as a regular standby power supply for home in addition to its use as an EV. EVs availability and usage developed by different drive patterns and operating modes of the vehicle. Unscheduled charging of the EV through grid case too much stress on the grid, so the ability of the vehicle to take power from the roof mounted solar panel and feed to the domestic load in different seasons of the year is discussed. The hardware in the loop model of the proposed home-to-vehicle (H2V) system is developed and results are obtained for different operating modes. The obtained result has shown significant promise to the suggested H2V strategy. Keywords Electric vehicle (EV) · Energy storage units (ESU) · Photovoltaic arrays (PVAs) · Home to vehicle (H2V)

Introduction There is a global concern of reducing greenhouse gas emissions and to find the approaches of providing cleaner energy. These challenges have directed the automotive industry toward introducing electric vehicles (EV) in the market [1, 2]. The need of improving energy efficiency and fuel efficiency further catalyzed the automotive sector to develop EVs; this will increase the number of EVs in the near future. For instance, the U.S. Department of Energy estimates that there will be more than 1.5 million by the end of 2016 [3, 4]. The EV, either in the form of the plug-in hybrid electric vehicle (PHEV) or battery electric vehicle, allows the energy storage units (ESU) to be charged either through the electrical grid during vehicle downtimes, or

Mahdi Shafaati Shemami

[email protected] Mohammad Saad Alam [email protected] M. S. Jamil Asghar [email protected] 1

Department of Electrical Engineering, Aligarh Muslim University, Aligarh, India

by renewable power sources [5–7]. The profile of the load imposed on a power system by grid-charging of the onboard battery pack of electric and plug-in hybrid vehicles was studied [8, 9] it shows that unschueled charging has bad effect on the grid. So prediction of driver charging habit is necessary, the study [10, 11] utilizes a large database of field-recorded driving cycles which are stamped with parking times and locations to predict realistic driving habits of drivers in an urban setting. The impact of charging of EV batteries on distribution grid is analyzed in terms of power losses and voltage deviations [12, 13]. EVs are charge immediately when they are plugged in or after a fixed start delay, without coordination of the charging [9, 14]. This type of power consumption on a local scale can lead to grid pressure [15]. The coordinated charging is proposed to minimize the power losses and to maximize the main grid load factor [16, 17]. EV can be into aggregators to provide auxiliary services such as frequency regulation. When the grid requires frequency regulation service to adjust the grid frequency, the EV contributing in to provide the ancillary services by either take energy (as it is usually done to charge the vehicle) or give power to the grid by help of the vehicle-to-grid (V2G) interface [18]. These EV performing V2G ancillary services can cause significant economic benefits without

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Technol Econ Smart Grids Sustain Energy (2018) 3:8

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degrading vehicle performance [19]. However, using an EV means that the main part of the vehicle energy comes from the grid to charge the EVs battery. Increasing the number of nuclear and thermal power plants to supply these new needs will not solve the problem of pollution or fossil fuel depletion [20]. It is not easy to change thermal power plant to renewable energy based power plant so with such issues especially in developing and underdeveloped countries, it is necessary to find the solution to overcome this problem. One solution is the V2H concept that EV can take power from home or give it back to home but still, the power consumption direction is from the grid to the house to charge the vehicle [21, 22]. A fuzzy logic inference method is applied for power controlling and utilization of PEVs for home loads. It emulates the decision-making method of charging/discharging of the PEV battery through priority decision making of power management and power supply of an ordinary home in India [23]. In [24, 25] the idea of sharing the energy between the home and the vehicle and use the energy from vehicle to home (V2H) to supply power to the home appliances during the grid peak demand (i.e., when the prices are the highest), is presented. Thus, making the utilization of EV for peak power management of utility grid is also one of EV utilization that explained [26, 27]. Besides, still charging the vehicle from the power grid is remaining and it case problem [28], especially in developing countries like India where there always is a shortage of electricity, currently more than 250 million people in rural areas do not access to power [29]. Frequent scheduled and unscheduled load shedding for hours are common in urban and suburban areas. Repeated interruption of power supply from the utility grid, several times within few minutes [30]. People use conventional dcto-ac inverters with a lead acid battery for a standby power supply to meet the basic/essential home-loads (emergency loads) demand during load shedding hours. Therefore, it was suggested that solar PV power supply is a good choice [30]. The cost and payback period of solar PV is decreasing day by day with the rapid growth in PV technology [29].

Fig. 1 Basic concept of Home to Vehicle structure

Therefore, PV modules are becoming more economical and being used in many applications. This research paper proposes the concept of using an electric vehicle as a load of home that is called H2V strategy. In this work, the EV as a load of home can be charged by the grid but the main contribution is utilization of the PV panel to charge the vehicle to reduce the effect of EV charging on the grid. Afterall EV supply power to a house during blackout/power failure, making EV suitable for developing and underdeveloped countries, where the reliability of electric power is poor. To optimize the performance of the vehicle only emergency load (lightening etc.) and normal load (cooler, fans, etc.) is connected to it. Solar charging of the electric vehicle is proposed due to advantages of being green energy (without burning of fossil fuel) and following up the India National Solar Mission of India. Typical drive patterns, according to the vehicle usage, are also developed to access its availability. This assists in annual control strategy of the vehicle because the grid power is scanty in such countries and thus, the vehicle is dependent on solar power. The remainder of the paper is arranged as follows. In “Basic Structure of H2V and V2H Strategies” basic concept of H2V system has been described. Detailed proposed work and modes of H2V and V2H system described in “Proposed Home to Vehicle (H2V) and Vehicle to Home (V2H)”. The modeling and simulation of the work in MATLAB plus case study results has been discussed in “Modeling and Simulation of H2V System”. The hardware in the loop experimental setup for case case study discussed in “Hardware in the Loop Experimental Setup”, and finally conclusion and future work has been discussed in “Conclusion”.

Basic Structure of H2V and V2H Strategies The block diagram view of the concept that performing H2V and V2H power interaction is shown in Fig. 1. It consists grid as primary source and PVA as a secondary power source.

DC Sources Bus

Main AC Bus

EV Main DC Bus

PV

Load Converter

Grid

PVA= Photo-Voltaic Array EV= Electric Vehicle NPCL=Normal Power Consumption Load HPCL=High Power Consumption Load _________

Power Line

AC NPCL

Emergency Load AC HPCL

DC Load

Home Load


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Fig. 2 Block diagram showing the details of the proposed H2V system

House Rooftop PV AC Grid

Controller 1

AC HPCL PV Inverter

PCU

Solar Inverter

Power Flow

Proposed Home to Vehicle (H2V) and Vehicle to Home (V2H) Architecture of the System Figure 2 shows the detailed block diagram of the system. It consists of two controllers that controller 1 is related to the options of reliable power mode and economical power mode. In case of reliable power supply, battery charging through grid is preferred for a reliable backup. For an economical mode, the total power supplied to load is from PV

AC NPCL

Emergency Inverter

Emergency Load

EV

ESU

EV considered as a load and source that depends on the control strategy it will charge or discharge. So at the time of charging it effect on the grid. The other load consist of four types of loads; 1) normal AC power consuming loads (fans, lights, laptops, water coolers), 2) high AC power consuming loads (air conditioner, heater, microwave oven, Washing Machin), 3) emergency loads (essential loads like fans and lights), 4) DC loads (DC fans, DC lights, mobile chargers).

Controller 2

AC/DC Converter

EV Drive Train

EV Boost Converter

DC/AC Converter

or the battery which store the PV power. Thus complete utilization of solar energy is possible and in this mode, charging of the battery is never done from the mains. It interacts the normal load and emergency load with the power supply either from PV, mains or EV. The controller 2 allows the load to be connected in the economy mode which depends upon the state-of-charge (SOC) of the battery. Paper [31] shows the details of innovative State-of-Charge (SOC) estimator that is developed through machine learning approach. The load gets connected to the mains when SOC is low and PV fails to supply sufficient power required by the load circuit. Battery operate in either of the two conditions, (i) battery gets charge and discharge simultaneously when solar power is available and (ii) battery will be getting discharge only. Other components of the system are ESU, ac-dc converter and EV boost converter are the components of EV relevant to this research. The PVA and power grid charges ESU through PCU and ac-dc converter respectively. The home takes its power requirements from the utility grid, but during the periods of power outage, ESU delivers power to the house through the dc-ac converter.

Fig. 3 The details block diagram of the EV and general view of H2V

Home Rooftop PV

Home

Grid

Power Flow

PV Boost Converter

CAN Bus

Car RoofMounted PV Panel

AC/DC Converter ESU

EV Boost Converter

EV Drive Train DC/AC Converter

Controller Area Network (CAN) Bus

EV

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Start

EV Parked at home?

No

Solar Irradiaon?

No

Operating Modes

Yes No SoC < 0.8 ?

Yes

The operation of the system in the proposed strategy is categorized into four modes: Mode–I: (Direct grid transfer), Mode–II: (Direct grid transfer PVA charging–Grid connected rectification), Mode–III: (PVA charging–EV connected inversion), Mode–IV: (EV connected inversion). The modes of operation are shown in Figs. 6, 7, 8 and 9 and described as following subsections.

Connected To Home

Yes Yes

Controller 2

No

The typical drive patterns of the EV on the basis of its usage are developed and shown in Fig. 5. The use of the vehicle on every hour is classified in any of the following three states: Weekdays, Weekends: Traveling, Weekends Holiday.

SoC < 0.65 ?

Charge EV with car Roof-mounted Panel

Yes

Mode–I: Direct Grid Transfer Charge with Grid

Do Nothing

In this mode, power is supplied by the grid. The EV is not charged previously so it is connected to the grid through controller 1. HPCL of the home also connected to the grid directly by controller 1. Other home loads are connected to the grid through controller 2 and 1.

Fig. 4 The control algorithm of EV

Vehicle Operation Mode–II: PVA Charging and Grid-Connected Rectiﬁcation Figure 3, shows the details block diagram of the EV and general view of H2V system. ESU, dc-ac converter with filter and EV boost converter are the components of EV. The PV panel is situated on the roof-rack of EV. The PVA and power grid charges ESU through PVA boost converter and ac-dc on-board unidirectional converter respectively according to the control algorithm as shown in Fig. 4. The CAN communication has been used to deliver and receive the status of EV and the controllers connected to EV. The home satisfies its power requirements from rooftop solar PV module and utility grid as discussed in hierarchical control. However when both the power sources could not be able to feed the power to the home load then ESU delivers power to the home load through the dc-ac converter.

In this case, NPCL of home receives power from the grid, PVA charges EV besides grid. PVA boost converter is the interface between vehicle and PVA. If PVA does not produce power, the operation shifts to Mode-I or III. Mode–III: PVA Charging and EV Connected Inversion This is the most pleasing operating mode of the system. In this mode, the vehicle is charged with PVA. The grid power is unavailable due to an outage (or load shedding). The vehicle supplies the household load. Thus, EV works as a backup power source. This mode continues till the grid power is restored or the user wants to use the vehicle for traveling.

Fig. 5 Drive patterns of the PEV Time (hours) 1

12

Weekdays Weekends: Traveling Weekends: Holiday

Away from Home

Parked At Home

24


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Fig. 6 Model I, direct grid transfer

House

Rooftop PV AC Grid

Controller 1

AC HPCL PV Inverter

PCU

Solar Inverter

Controller 2

AC NPCL

Emergency Inverter

Emergency Load

EV

Power Flow

EV Drive Train

AC/DC Converter EV Boost Converter

ESU

Fig. 7 Mode II, PVA charging and grid connected rectification

DC/AC Converter

House

Rooftop PV AC Grid

Controller 1

AC HPCL PV Inverter

PCU

Solar Inverter

Power Flow

Controller 2

AC NPCL

Emergency Inverter

Emergency Load

EV AC/DC Converter ESU

EV Boost Converter

Fig. 8 Mode III, PVA charging and EV connected inversion


House

Rooftop PV AC Grid

Controller 1

HPCL

PV Inverter

PCU

Solar Inverter

Power Flow

Controller 2

NPCL

Emergency Inverter

Emergency Load

EV AC/DC Converter ESU

EV Boost Converter


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Fig. 9 Mode IV, emergency back-up power Rooftop PV AC Grid

Controller 1

AC HPCL PV Inverter

PCU

Solar Inverter

Power Flow

Controller 2

AC NPCL

Emergency Inverter

Emergency Load

EV

EV Drive Train

AC/DC Converter EV Boost Converter

ESU

Controller 1

DC/AC Converter

Controller 2

Home Loads Power Grid

DC-AC bidireconal Converter

-

PVA

+

+

-

-

+

Connuous

PVA Boost Converter

Electric Vehicle

Fig. 10 Simulation modeling of proposed system

Fig. 11 Simulink model of mode III

Home Loads Connuous

DC-AC bi-direconal Converter

PVA

+

+

-

PVA Boost Converter

-

+

Electric Vehicle


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Table 1 Details of different components of H2V system Parameter

ESU

PEV boost converter

DC-AC converter

AC-DC converter

PVA boost converter

Battery pack Battery units Rated capacity of each unit (Ah) Nominal voltage (V) Inductance (mH) Output capacitance (μF) Operating frequency (kHz) Duty ratio (pu) Power electronic device Switching technique Modulation index (pu) Carrier frequency (Hz) Output frequency (Hz) Snubber resistance (k) Delay angle (degrees) Input frequency (Hz) LCL filter (mH, μF)

Lead-Acid

– –

– –

– –

4 22 48 200 500 2.5 0.75 – – – – –

– – – – 200 500 2.5 0.75 – – – – –

– – – – – MOSFET/Diodes – – –

– 100 500 2.5 0.5 – – – – –

– – –

– – –

– – – – – IGBT/Diodes Bipolar PWM 0.65 1080 50 100 – – –

Fig. 12 Variation of solar insolation of different months

Dec

Feb

Sep

June

Dec

1000

Feb

June

600 400 200

30 25 20 15 10 5

6

7

8

9 10 11 12 13 14 15 16 17 18 19

6 7 8 9 10 11 12 13 14 15 16 17 18 19

Time (hr)

Fig. 13 Output power of PV Array for different month

Jun

Sep

Dec

Time (hr)

Dec

Feb

900

PV Array Power (W)

800

PV Array Power (W)

Sep

35

800

0

– – –

40 Temperature (°C)

Sun Irradiaon (W/m²)

1200

100 0 50 200, 900

700 600 500 400 300 200 100 0

7

8

9

10 11 12 13 14 15 16 17 18 Time (hr)

Feb

Sep

June

1000 900 800 700 600 500 400 300 200 100 0

7

8

9

10 11 12 13 14 15 16 17 18 Time (hr)

8

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Fig. 14 a mode I b mode II

(a)

(b)

Fig. 15 a Mode III b Mode IV

(a)

(b)


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Fig. 16 Experimental setup and distribution board

MODE IV: Emergency Backup Power In this mode, the other sources are not available so emergency backup power, supply power to emergency loads (emergency lights, emergency fans, and laptop charger).

Modeling and Simulation of H2V System The simulation model of the system is developed in MATLAB/Simulink. All of the components shown in Fig. 10. Fig. 17 Experimental setup results that shows different modes of operation

Detailed description of each subsystem is reported in the following subsection. Figure 11, shows the mode III of proposed system. The model of PV Array consists of four temperature and solar insolation dependent PV panels of 250 Wp at 25 ◦ C and 1000 W/m2 , which are installed on the rooftop and one more is at roof-rack of vehicle. A single-phase AC voltage source with 230 V of nominal voltage, 50 Hz of nominal frequency utilized to model the grid supply. The load of 1 kW is considered in the simulation. The details of different components of the H2V system for the Simulink model

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which is developed is reported in Table 1. On the basis of different operating modes and vehicle operation, three case studies are developed and c described and then, simulation results are reported.

Case Studies 1. Weekdays: On weekdays there are 14 h to use the vehicle (Fig. 5). During winters, the system operates in mode I and mode IV since PVA does not produce any power or output power is to low so it can charge vehicle if it is available. During summer the system operates in mode III. 2. Weekends: Traveling In this case, there are about 18 h to use the vehicle, even if it goes for a trip on weekends. The system operates in mode II, mode III and mode IV more effectively than case study 1. 3. Weekends: Holiday In this case, EV is parked at home for complete 24 h. During a power outage, the system operates in mode III. In summer, there is appreciable solar charging of the vehicle than in winters.

Simulation Results As long as there is no power outage, grid fulfills the power requirement of load and EV. Therefore, simulation results are obtained only for cases corresponding to power outages. The simulation results of mode III are obtained from the modified Simulink model of the system (Fig. 11). Solar insolation and temperature data of Aligarh is used to obtain the power output of PV Array. This data is for 13 h from summer, autumn, winter, and spring (February, June, September, and December). Figure 12 show the variation of solar insolation and temperature for four different months respectively. In case-study I, there is no solar charging of EV and hence it does not deliver energy to the load. No PVA power plots are available. For case study II, the PVA power output for summer and winter is given in Fig. 13. To fulfill the load requirement of maximum 900 W, the remaining power is supplied by EV whenever PV Array power is less than 1 kW. For case study III, the output power of PVA for a period of 12 h is given in Fig. 13. So based on the four different modes of operation simulation result of each mode has been shown in Figs. 14 and 15. Figure 14a shows the mode I, grid provide power for home loads as well as for EV and emergency battery and (b) shows mode II, grid supply home loads and PV supply power for EV. Figure 15a shows mode III.


Hardware in the Loop Experimental Setup Design of the Experiment The experimental setup is implemented for the normal load of 325 W during daylight, 0.98 lagging power factor at Aligarh, India that it can reach up to 800 W during the night due to more lighting at night. Four 250 Wp solar PV panels, constitute a PVA and four 12 V lead-acid batteries have been used for ESU. Both PVA and ESU are connected to dc side of a dc-ac converter (commercial inverter). The output of AC terminal of the inverter is connected to the load. The inverter AC input terminal is connected to the utility supply. The complete experimental setup and distribution board of the vehicle is shown in Fig. 16.

Experimental Setup Results Figure 17 shows the 24 h collected data for the proposed system, based on the recorded data from 1 am to 9 am it works in the Mode I. After while at daylight load demand reduced and PV power became sufficient to feed home loads it shifted to the Mode III. At this time solar power is more than home demand so EV charged through PV source (H2V). After 4 pm EV supply power to the home (V2H) and it is still in Mode III. At 8 pm it shifted to Mode I again and finally at 23 pm it operated on Mode IV. The results show that proposed system is working properly.

Conclusion This paper proposed the use of EV as a home load as well as power source for the home during power outages in addition to its use as a vehicle which makes it suitable for developing and underdeveloped countries. In addition to the utility grid, the vehicle was charged from solar PV panels because reliability of grid power is poor in such countries. The PV charging applied to reduce the home billing and prevent more stress on the grid. Three drive patterns of EV was developed based on EV presence at home on weekdays and weekends, and it was found that the drive pattern ‘weekend: holiday’ suits the most to the proposed H2V system. Depending on the availability of grid and solar power, the operation of the system was categorized in four modes, and it was seen that mode III fits ideally for developing and underdeveloped countries. Hardware in the loop setup was experimentally validated by means of a prototype of the system. The obtained results are in accordance with the proposed strategy and the findings are successful for H2V based back up power supply for developing and underdeveloped countries. The controlling circuit is very cheap and easy to install on the


pre-installed solar system and no need more change on the structure of home wiring. Future work should further walk around climate prediction to optimize the EV solar charging, prediction of driver charging pattern by Artificial Neural Network to achieve optimized charging and discharging time, and more focus on effectiveness of DC charging to reduce the power losses.

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