On a DC Micro-grid Incorporating with Electric Vehicle
as Movable Energy Storage Source
K. W. Hu Student Member, IEEE and C. M. Liaw, Member, IEEE
Department of Electrical Engineering, National Tsing Hua University, Hsinchu, Taiwan, ROC.
Connecting author: Professor C. M. Liaw, cmliaw@ee.nthu.edu.tw.
Abstract: This paper presents the establishment of a small DC
microgrid incorporating with electric vehicle (EV) as a movable
energy storage source. The developed micro-grid consists of wind
permanent-magnet synchronous generator (PMSG) and photovoltaic
(PV) source, battery/super-capacitor/flywheel hybrid energy storage
system and grid-connected single-phase three-wire load inverter.
Through properly design and control, good operation performances
are preserved. And the microgrid-to-grid (M2G) and G2M can be
successfully conducted with good power quality. As to the developed
EV interior permanent-magnet synchronous motor (IPMSM) drive,
the super-capacitor (SC) auxiliary storage is equipped to assist the
battery source in intermittent energy conversion. Satisfactory acce-
leration/deceleration/reversible and regenerative braking operation
characteristics are obtained, and the successful microgrid-to-vehicle
(M2V) and V2M interconnected operations of the EV and micro-grid
are achieved.
Keywords: Micro-grid, wind generator, PMSG, PV, energy storage
system, battery, super-capacitor, flywheel, M2G, G2M, EV, IPMSM,
M2V, V2M.
I. INTRODUCTION
As generally recognized, the use of micro-grid [1] can
reduce the fossil energy consumption and the carbon-oxide
emission. The photovoltaic (PV) and wind generator are the
most commonly used renewable sources [1-3]. Since the
renewable sources are fluctuated, the suited energy storage
buffer is needed to preserve the power supplying quality. For
the micro-grids with medium and small ratings, the battery is
the most popularly employed device [4,5]. By augmenting the
energy type storage device of battery with the suited power
type devices of flywheel [6] and/or SC [7,8] is beneficial in
having better compromised operation performance.
Each source or storage device must be interfaced to the
micro-grid common DC-bus via proper power converter and
control [9,10]. For the former, the unidirectional AC/DC and
DC/DC converters are used, while the bidirectional ones must
be employed for the storage devices. On the other hand, the
single-phase or three-phase inverters [11] are also necessary to
perform the microgrid-to-home (M2H) operation or microgrid-
to-grid (M2G) operation. If the reversed grid-to-microgrid
(G2M) function is also desired, the bidirectional inverter
control is necessary. The sinusoidal line drawn currents from
the main with good power quality can be accomplished by
forming the inverter as a suited type of switch-mode rectifier
[5,12,13]. It is worth noting that the single-phase three-wire
(1P3W) inverter [5] is preferred for powering the home
appliances and making the grid interconnection.
In EV propulsion applications [14], PMSMs [15] have been
extensively employed owing to their many merits, such as
higher power density, higher efficiency, and higher torque
generating capability, particularly the IPMSM owing to having
both excitation and reluctance developed torques. Except for
978-1-4799-7800-7/15/$31.00 ©2015 IEEE 2606
driving application, the battery in EV can be regarded as a
moving storage device for performing the grid-to-vehicle
(G2V) charging, and the vehicle-to-home (V2H)/vehicle-to-
grid (V2G) discharging operations [16,17]. To let an EV
possess these operation capabilities, the proper bidirectional
front-end DC/DC converters and inverters [9,10] are required.
Similarly, the SC [8] can also be applied to reduce the
intermittent battery charging/discharging operations. In the
established EV IPMSM drive, the SC is interfaced to the motor
drive DC-link via a one-leg boost-buck DC/DC interface
converter, and connected to the battery bank via a power diode.
This paper presents the establishment of a DC microgrid
and an EV IPMSM drive and their interconnected operation
control. By incorporating the micro-grid with EV as movable
energy storage source can effectively achieve the reduction of
fossil energy consumption. The power circuits and control
schemes for the two plants are properly designed and
implemented. Some measured results are provided to
demonstrate the operation characteristics of the established two
plants and their interconnected operation.
II. SYSTEM CONFIGURATION
Fig. 1 shows the established DC microgrid and EV IPMSM
drive. And their control schemes are shown in Figs. 2 to 4. The
common DC bus voltage vdc = 400V of microgrid is
established by the interleaved DC/DC boost converter from the
main DC source (possibly the PV, here a DC power supply
with vd = 48V is used as a substitute), and also by the plug-in
Vienna switch-mode rectifier (SMR) from the wind PMSG or
other possible AC sources. The equipped hybrid energy storage
system consists of battery/SC/flywheel. The M2G/G2M
operations can be conducted by the established 1P3W inverter.
In the developed EV IPMSM drive, the battery bank and SC
bank are integrated to the DC-link respectively via an
interleaved and a standard bidirectional front-end DC/DC
converter. And the SC bank is connected to the battery bank
through a diode to allow the restored regenerative braking
energy in SC be charged to battery automatically.
III. MICRO-GRID SYSTEM
In the developed microgrid shown in Fig. 1, as the main
source failure occurs ( vdc ≤ 380V is detected), the SC bank is
arranged to discharge first until vsc ≤ 40V is detected. Then the
battery bank discharges for long duration until the condition of
vb ≤ 42 V. As the two energy storage devices are exhausted
their energies, the micro-grid can also be supported power by
the flywheel in a short period. Three IXYS VUM 25-05
rectifier power modules are used to implement the Vienna
SMR, and the other power converters are constructed using two
CM100RL-12NF (Mitsubishi) IGBT modules.
A. Power Circuits (3) Storage device interface DC-DC converters
(1) Wind PMSG followed by Vienna SMR ¾ Battery: 48V/15Ah; SC bank: 48V/80F.
¾ SPMSG: Three-phase, 2000rpm, 750W, 3.4A. The ¾ L3 = 960 μH, L4 = 965 .7 μH, L5 = 947 .3μH/30kHz ,
estimated parameters are: Rs = 1.71Ω, Lq = 5.629mH, Ld C dc = 2200 μF/450V .
= 4.681mH, ke = Eˆ d ωr = 37.1( V/krpm) . (4) 1P3W load inverter
¾ Vienna SMR: Lb1 = 3.28 mH/60Hz, Lb 2 = 3.28 mH/60Hz This load inverter is formed to yield the 220V/110V AC
Lb3 = 3.29 mH/60Hz, Cdc1 = Cdc 2 = 2200 μF/400V . voltages for powering the domestic appliances, and the
(2) DC source interleaved DC-DC boost converter M2G/G2M bidirectional operations.
¾ v d = 48V, v dc = 400V, Pdc = 1kW. ¾ AC output: 220V/110V 60Hz, 1kW.
¾ Lo = 401.62 μH/30kHz, C o = 10 μF / 400 VAC ,
¾ L1 = 2.17 mH/30kHz, L2 = 2.16 mH/30kHz ,
C n = 1800 μF/400V (Rectified load filtering capacitor).
Cd = 100 μF/400V .
400 V
AC source Common − +
(PMSG) Vienna SMR DC bus
idc
Pm Pg Lb1 Cdc1 +
− eas + Las Ras ias a vdc1
TL
+ −ebs + Lbs Rbs ibs Lb 2 −
vac Inverter PMSM n Sa Sb Sc
− −ecs + Lcs Rcs ics b Lb3
+
ωr Te
− vas + c vdc 2
Possible AC sources: ias
a Cdc 2 −
Utility grid +
Wind generator − vbs +ibsvas Encoder EC
n − A, B, Z
Micro-turbine b
Hall
Flywheel generator − vcs + ics sensor Hall HA
HEV generator c
Pdc 1P3W Converter i1 Lo
1P3W loads Pu
400V A A
iLA iuA
DB1 DB 2 Q1 Q3 Q5 Q7 Q9 Q11 +
DC source Pd L1 Co vAN ZA
(PV) D1 D3 D5 D7 D9 D11
+ i2 Lo
− iuN N
id L2 vdc
+ + Cdc −Q N iLB
Vd vd Cd
Q2 Q4 Q6 8 Q10 Q12 +
Co vNB ZB ZAB
− D2 D4 D8 D10 D12
− QB1 QB 2 D6
i3
− iuB B
iL 4
Lo B
iL 3 iL 5

+ 1P3W mains
+
Energy storage devices
L3 L4 L5 MC G2M M2G
vac Cd vd
V2M 220V
− − Flywheel + + 60Hz
VSC Vb
DC-AC + − −
Test source
PMSM
PMSG inverter V f
− Super- Li-ion
vac ~
capacitor battery M2V
Microgrid

Super- Battery Front-end DC/DC

capacitor bank converter
Inverter EV PMSM drive
i Pdc
400V dc
TC+ TA+ TB + T1 T3 T5 IPMSM
DC + D5 Dynamic load
D1 D3 Ls eas
ias Rs
LC Psc Pb Lb1 ib1 DA+ DB + a PL
TL
ibs Rs Ls ebs
Lb 2 ib 2 vdc Cdc b PMSG
isc ib ics Rs Ls ecs
Te ωr RL
c
TC − SC v sc vb TA − TB − T4 T6 T2
DC − (144V) Flywheel
D4 D6 D2 EC Encoder
DA − D B−
Hall Hall
sensor ωr

Fig. 1. The established DC micro-grid system incorporating with EV-IPMSM drive as movable energy storage source.
vA v AB

A/ D A/ D
v*ABd Wvd (s)
ki ki + v* vcont
v*AB + Σ AB1 + Σ Gcv (s ) Q7 ,Q12
− ε vd
v′AB Q8 ,Q11
vr* Wv (s) *
ianr Wi ( s )
+ + *
Iˆi + ian1 + vconta v*Ad Wvc (s)
v*dc + Σ + Σ ε v
i*an
Gcv (s ) × Σ Σ Gci (s )
− v′ − ε ia Sa v*B = v′A ++ v*B1 + vcont
dc i′an Σ Σ Gcv (s ) Q9
sa (t ) − − ε vc
LPF ibnr
* Wi ( s ) v′ Q10
+ B
EC v′AB Σ
+ i*
( A, B, Z )
vdc A/ D ki
ibn
* +
bn1 + ε ib vcontb
× Σ Σ Gci ( s )
− Sb iLr
*
i′bn 1 Wi (s )
sb (t ) + vcont
vab *
icnr Wi ( s ) + i*L1 +
Σ Σ Gci (s ) QB1
+ i* v*dcr Wv (s) − ε i1
* +
icn cn1 + vcontc + *
sb (t ) × Σ Σ ε Gci ( s )
+ vdc
i*L i′L1 v sw
1+
i* −
ic Sc Σ Σ Gcv (s)
sc (t )
sa (t ) cn vdc
* − εv i*Lr 2 Wi (s )
sa (t ) sb (t ) sc (t ) v′dc + *
+ + iL 2 + −
Gci ( s ) Σ
QB 2
i′L1 Σ Σ
′
icn A/ D ki LPF abs Σ −1 abs ′
ian − εi2 + v
cont
+ i′L 2
ki ki ki v̂sw
′
ibn A/ D ki LPF abs i′bn
A/ D A/ D A/ D
vdc iL1 iL 2

Fig. 2. Control schemes of the developed DC micro-grid: (a) PMSG with followed Vienna SMR; (b) 1P3W load inverter in microgrid-to-home
(M2H) discharging mode and DC source interleaved DC-DC boost converter.

2607
 Field excitation setting scheme i'ds Current vdsm
v′dc controller vcont,a
i*qs i*ds ε id v ds
* T1
∗ λm′r ( λ'mr ) 2 *2
+
vtri T1
vdc ∗
Pcp Pd i′Ld id * =
ids
2( Lq − Ld )
−
4( Lq − Ld ) 2
+ iqs Σ Gci (s )
T4
P
i′ud * W T4
Pdp dq/ vcont,b
Pd* id* T3 M
Pu* Torque i'qs Current abc vtri T3
*
Pfp i′d ic′ vqsm U
controller controller T6
+ εT iqs
* i*qs ε iq v *qs N
T6
+ Gci (s ) vcont,c I
Te* Σ GTb (s ) Σ T5 T
v*d - vtri S T5
Q7 ~ Tˆe ′ , ids
iqs ′ θr T2
v′d Q12 Torque T2
observer
λ'mr , Ld , Lq β = δθ r + i'as
Σ A K i (s) ias
Speed i'ds '
abc/dq ibs /
v′c controller + transfor Ki (s) ibs
vd ≡ v AB vc ≡ − (v AN + v BN ) vtri Commutation θ r1 i'qs
D
i′Lc ic* + εω iqs
*
shifting
mation i'cs
iLd ≡ iL1 + iL2 iud ≡ iuA − iuB ω*r Σ Gcω (s ) scheme Σ
+ 2iL3 Q A
id ≡ i1 − i3 0.5v*d
iLc ≡ iL 2 − i L1 ω′r θ r1 Rotor position E B
ic ≡ −i1 − i3 v′NB d / dt detection P Z
scheme
D
H abc
IPMSM drive control scheme DSP TMS320F28335 I

∗ :
Pcp (a)
∗ :
Pdp
∗
vdc Σ Gcv (s ) vcam
∗
Pcp P∗fp : 0.5ib∗ εia
v′dc vdcr
*
wv (s ) Gci (s ) vca
∗
Pdp Pd∗ TA −
vdc ′ Pu* Gdp (s ) Gapc (s ) *
I ud vdc
* εv ibm
* ib∗
K v (s ) vdc ∗
vdc 1 i′b1
v sw TA +
∗
Pfp Gcv (s ) vcbm
v AB Pd − ibm
*
K v (s ) v′AB Pu
s(t ) v′dc ε ib TB −
v cb
×

i1 Ki ( s ) i′1 Gci (s )
v′dc i′b1 i′b2 0.5ib∗
i LA Ki (s ) i′LA v′ i′ud TB +
s(t ) i′d s(t) i′b2 v̂ sw
×

d
iLB Ki (s ) i′LB jωC o ( K i K v )v d′ vd′ ′
vdc
iuA K v (s ) vdc K i (s) ib1 K i (s) ib2
Ki (s ) ′
iuA vd′ ≡ v′AB *
iud id∗ Q7 ,Q12
iuN id′ ≡ 2i1′ + i2′ *
I ud
Ki (s ) i′uN D
×

′ ≡ 2iuA ′ + iuN′
vcam
iud
′ ≡ i ′LA + i′LB
iLd s(t ) id′ Q8 ,Q11 ib∗1 = 0.5ib∗ ε ia vca
i′Ld Gci (s )
*
vbr wv (s) TA −
i′b1
′
vdc vb*1 εv ibm
* ib∗ v sw TA +
v′c vb* Gcv (s ) vcbm
vc′ ≡ −(v ′AB − v′NB ) −ibm
vNB K v (s ) v′NB
*
ε ib vcb TB −
ic′ ≡ i2′ i′Lc ic* Gci (s )
i′Lc Q9 i′b1 v′b i′b2
i2 Ki ( s ) i′2 ′ ≡ iuN
iuc ′ D ib∗2 = 0.5ib∗
v′c TB +
′ ≡ iLB
iLc ′ − iLA
′ jωCo ( Ki Kv )v′c i′c i′b2 v̂sw
Q10
K i (s) ib1 K v (s ) vb K i (s) ib 2

Fig. 3. Control schemes of the developed 1P3W inverter: (a) block

diagram; (b) detailed DM and CM control schemes in M2G/G2M *
vdcr wv (s ) ∗
iscr wi (s)
modes. *
∗
isc *
isc
vcm
∗ vdc1 εv i*sm 1 εia vcs
vdc Gcv (s ) Gci (s )
*
− ism
TC +
B. Control Schemes i′sc ′
vdc
′
isc v sw TC −

(1) Wind SPMSG followed Vienna SMR

675 , K i (s) isc K v (s ) vdc
Gcv ( s ) = 4.5 + Wv 0 .6
Wv ( s ) = =
s 1 + τ v s 1 + 1.59 × 10 − 3 s Fig. 4. Control schemes of the developed EV IPMSM drive: (a)
6000 Wi 0.3 IPMSM drive; (b) battery front-end DC/DC converter; (c) SC
Gci ( s ) = 4 + , Wi ( s ) = = front-end DC/DC converter.
s 1 + τ i s 1 + 1.59 × 10 − 4 s

(2) DC source interleaved DC-DC boost converter (b) G2M SMR charging mode: The microgrid can be
4 .2 , Wv 0.6
supported energy from the mains via the SMR formed
Gcv ( s ) = 0.7 + Wv ( s ) = = using the power devices of the 1P3W inverter with power
s 1 + τ v s 1 + 1.59 × 10 − 3 s
30 Wi 0.25 factor correction by the control scheme as shown in Fig.
Gci ( s ) = 0.2 + , Wi ( s ) = = 3(b). The single-phase SMR with 220V/60Hz input is
s 1 + τ i s 1 + 1.59 × 10 − 4 s
formed by ( Q7 , Q8 , Q11 , Q12 ).
(3) 1P3W inverter 2.5 , 2700
G (s) = 0.1 +
cv G ( s) = 0.9 + ci
The control block of the developed multi-functional 1P3W s s
inverter is shown in Fig. 3(a). It includes: (i) M2H inverter (c) M2G discharging mode: In grid-connected case, the load
mode (Fig. 2(b)); (ii) G2M SMR charging mode (Fig. 3(b)); power supplied from the mains can be reduced by the one
and (iii) M2G discharging mode (Fig. 3(b)). The control provided from the microgrid via the 1P3W inverter.
schemes for each mode are introduced below. Moreover, the surplus microgrid power can be sent back
to the mains. The proposed control scheme is described in
(a) M2H inverter mode detail as followed.
(i) Master differential-mode (DM) control scheme C. Inter-connected Operations of the EV IPMSM Drive to
3510 , Wv 0.6 Micro-grid in M2G Mode
Gcv ( s ) = 1.3 + Wvd ( s) = =
s 1 + τ v s 1 + 1.59 × 10 − 4 s As shown in Fig. 1, the applicable operations for the
(ii) Slave common-mode (CM) control scheme interconnected micro-grid and EV IPMSM drive include: (i)
The on-board battery of EV can discharge energy to the
4800 , Wv 0.65 micro-grid, and even send the programmed power to the
Gcv ( s) = 0.8 + Wvc ( s) = =
s 1 + τ v s 1 + 1.59 × 10 − 4 s mains; and conversely, (ii) The EV battery can be charged

2608
from micro-grid using the possible renewable energies. The y Filtering capacitors: Cdc = 2200μF/450VDC and
proposed predictive PWM current control is introduced below. C b = 2200μF/450VDC .
(1) The proposed decoupling predicted current control of the y Power devices: IGBT STGW35NC60WD.
1P3W inverter system y Current feedback controller:
The current control for the 1P3W inverter shown in Fig. 1 K Ii 100 (9)
Gci ( s ) = K Pi + = 5+
is made by decoupling the system into the DM and CM s s
subsystems. In the making design derivation, some following y Voltage feedback controller:
assumptions are made: K Iv 962 (10)
Gcv ( s ) = K Pv + = 11.2 +
(i) Si , i = 1,2,3 are the switching functions of ith leg. The s s
bipolar PWM switching is employed for legs 1 and 3, y Robust voltage tracking error cancellation controller:
hence: Wv 0. 8
Wv ( s ) = = , 0 ≤ Wv < 1 (11)
S1 = S 3 , S1 + S 3 = 1 (1) 1 + τ v s 1 + 2.65 × 10 − 4
(ii) The DM and CM mode parameters are defined as: B. Super-capacitor Energy Storage System
id ≡ i1 − i3 , Ld ≡ Lo , , ic ≡ i2 , Lc ≡ 3Lo , (2) y Ratings: System ratings: Pdc = 1kW ; SC : 6F/160V.
y PWM switching frequency: f s = 25kHz.
¾ Differential mode control:
y Energy storage inductors: LC = 1.722mH at 25kHz.
From Fig. 1, by applying the state-averaging approach, one
y Filtering capacitors: Cdc = 2200μF/450VDC .
can derive to yield the following DM mode current equation
in digital domain: y Power devices: IGBT module CM100DY-12H.
y Current feedback controller:
{2v dc ( D[ n ] + D[ n + 1]) − 2 (v dc + v AB )}T s (3)
i d [ n + 1] = id [ n − 1] + K Ii 112.5 , K = 0.1V/A
Ld Gci ( s) = K Pi + = 0.9 + i (12)
s s
where x[n ] denotes the sampled variable at n-th sampling
y Voltage feedback controller:
interval. Then, the DM duty cycle to yield the predictive
current control id [ n + 1] = id∗ [ n + 1] could be found as: K Iv 59.5 , K = 0.002V/V (13)
Gcv ( s ) = K Pv + =7+ v
s s
(i d∗ [ n + 1] − i d [ n − 1]) Ld v + v AB (4)
D[ n + 1] = + ( dc ) − D[ n ] C. IPMSM Drive
2 v dc Ts v dc
y Power devices: IGBT IPM CM100RL-12NF.
¾ Common mode control:
y Load: an SPMSG with the same ratings as those of the
Similarly, one can derive the duty cycle for achieving the studied IPMSM is employed to serve as the dynamic load.
predictive CM current control ic [ n + 1] = ic∗ [n + 1] as: In addition, a flywheel with J = 0.615 kg．m2 is equipped
(ic∗ [ n + 1] − ic [ n − 1]) Lc [v dc − ( v AN − v NB )] (5) to increase the inertia of motor drive.
D[ n + 1] = + − D[ n ]
2 v dc Ts v dc y Current feedback controller:
K Ii 100 (14)
(2) The designed controllers Gci ( s ) = K Pi + =2+
s s
According to the physical modeling, the proposed control
y Speed feedback and robust controllers:
scheme of the developed microgrid in M2G mode is shown in
Fig. 3(b). The designed controllers are: K Iω 200 (15)
Gcω ( s ) = K Pω + =4+
s s
Gdp ( s) = 2 +
100 ,
LPF : H LP ( s) =
1 (6)
s 1 + 1.591×10 − 2 s V. EXPERIMENTAL PERFORMANCE EVALUATION
150 , 1 (7) A. Microgrid
Gdp ( s) = 5 + LPF : H LP ( s) =
s 1 + 1.591×10 − 2 s Let the microgrid be powered from the DC source with
vd = 48 V , Figs. 5(a) to 5(c) show the measured input current
IV. EV IPMSM DRIVE id , ( i L1 , iL2 ), ( v AB , v*AB ) and ( v A , vB ) under nonlinear and
The power circuit and control schemes of the developed EV unbalanced loads of ( R A = 57 Ω, CL = 4700μF) , ( RB = 200Ω ). The
IPMSM drive are shown in Figs. 1 and 4. The employed measured power quality parameters are labeled on the figure.
IPMSM (Yeli Company, Taiwan) is rated as three-phase Now the micro-grid is powered by the wind SPMSG at
6-pole, 150Hz, 3000rpm, 1kW and 3.23 N-m. The estimated ω r = 1950rpm . The measured ( ias , ibs , ics ) and ( ias , H a )
parameters are listed below: under nonlinear load with ( Z n = 100W/220V lamp, Z B =
60W/110V lamp, Z AB = 100W/220V lamp ) are plotted in Figs. 6(a)
λm′r = 0.408Wb , Rs = 0.725Ω at 150Hz, and 6(b). And the measured ( v AB , v*AB , v A , v B ) of the load
( Lq = 6.975mH , Ld = 3.67mH ) at 150Hz (8) inverter are shown in Fig. 6(c). The results indicate that the
line current ias is synchronized with the Hall signal H a .
A. Battery Front-end DC-DC Converter Now let the load be suddenly changed from the linear load
y Ratings: Pdc = 1kW ; Vb = 144V ; Vdc = 400V . with of 260W (total lamp powers) to 360W, the measured
y PWM switching frequency: f s = 25kHz. ( vB , iB ) and DC-link voltage vdc are shown in Fig. 6(d) and
y Energy storage inductors: Lb1 = 4.140mH / 12.61Ω , and Fig. 6(e). Good transient voltage waveform regulation of the
inverter output and the DC-link voltage can be observed.
Lb2 = 4.029mH / 18.05Ω at 25kHz.

2609
B. EV IPMSM Drive
In order to reveal the effect of the developed SC energy
storage system, a comparison is made to the EV IPMSM drive
operated with and without SC. The results shown in Fig. 7(a)
are the measured ones without SC, while Fig. 7(b) are the
results with SC. Obviously, by adding the SC storage system,
the battery outputs the fewer power during acceleration and its
current would never become negative. Besides, the battery
voltage is relatively stable compared to conventional one.
Consequently, it can be judged that the developed SC energy
storage system can achieve the anticipated purposes.
regulation of the inverter output can also be observed.
C. Inter-connected Operation of the EV IPMSM Drive
and the Micro-grid
The load resistors in Fig. 1 are set as Z A = 201.7Ω ,
Z B = 201.7Ω and Z AB = 484Ω. The discharging power command
Pu* = -500W is set, Fig. 8 plots the measured results of the
grid-connected 1P3W inverter in the DC micro-grid: (a)
dynamic responses of ( vdc , vb , ib ) ; (b) dynamic responses of
(vdc , v AB , iuA , i1 ) ; (c) steady-state (v AB , iuA , i1 ) . The normal
operation and satisfactory performances of the developed EV
IPMSM drive in V2G mode via the inter-connected
incorporating with EV as a movable energy storage source to
the microgrid. The developed micro-grid consists of a wind
SPMSG followed by Vienna SMR and a PV DC source with
followed interleaved DC-DC boost converter. A hybrid
energy storage system with battery/super-capacitor/flywheel
is equipped for energy support. A bidirectional single-phase
three-wire inverter is allowed the M2G/G2M inter-connected
operations. In the EV IPMSM drive, the SC auxiliary storage
is applied to assist the main battery source to preserve better
energy charging and discharging characteristics. Satisfactory
performances of microgrid, EV IPMSM drive and their
interconnected operations have been verified experimentally.
ias ibs ics
2A
THDias = 4.07%, THDibs = 5.63%, THDics = 5.2%
(a) 5ms
HA
ias
2A
1V

micro-grid can be seen from the measured results.

(b) 5ms
id 2A
20.9A v AB

iL1 v*AB vB
2.5A
10.7A
2A vA
100V
iL 2
10.5A

1 0 μs
THDv AB = 2.918%, THDv A = 8.8%, THDvB = 6.84%
(c) 5ms
v AB

v*AB vB
100V

100 V
2A

THDv AB = 6.573%, V AB,dc = 0.705V

iB
5ms

vA
(d) 20ms

vB 100V
vdc
400V
10V

THDv A = 9.154%, THDv B = 10.724%

V A,dc = 1.7492V, VB ,dc = −2.208V
5ms
Fig. 5. Measured results of the developed 1P3W load inverter
powered by the DC source with vd = 48V under nonlinear and
unbalanced load of ( R A = 57 Ω , C L = 4700 μF) and ( RB = 200Ω ,
RAB = 100Ω) : (a) input current id and inductor currents i L1 ,
iL 2 ; (b) ( v AB , v*AB ); (c) ( v A , vB ).
(e) 1s
Fig. 6. Measured results of the micro-grid powered by the wind
SPMSG with Vienna SMR: (a) ( ias , ibs , ics ) under nonlinear load;
(b) ( ias , H a ) under nonlinear load; (c) ( v AB , v* , v A , v B ) of load
inverter under nonlinear load; (d) v B and iB AB of the load inverter
as the load is suddenly changed from the linear loads of 260W to
360W; (e) DC-link voltage vdc at the case of (d).

VI. CONCLUSIONS REFERENCES

This paper has presented a small DC microgrid and an EV [1] D. Boroyevich, I. Cvetkovic, D. Dong, R. Burgos, F. Wang and F. C.
IPMSM drive and performed the operation control for Lee, “Future electronic power distribution systems a contemplative
view,” IEEE OPTIM, 2010, pp.1369-1380.

2610
 [2] Z. Chen, J. M. Guerrero and F. Blaabjerg, “A review of the state of the
art of power electronics for wind turbines,” IEEE Trans. Power ωr′
Electron., vol. 24, no. 8, pp. 1859-1875, 2009.
[3] M. E. Haque, M. Negnevitsky and K. M. Muttaqi, “A novel control ib
strategy for a variable-speed wind turbine with a permanent-magnet
synchronous generator,” IEEE Trans. Ind. Appl., vol. 46, no. 1, pp.
331-339, 2010. vb
[4] R. Yokoyama, Y. Hida, K. Koyanagi and K. Iba, “The role of battery
systems and expandable distribution networks for smarter grid,” in Proc. vdc
IEEE PESGM, pp. 1-6, 2011.
[5] C. M. Liaw and S. J. Chiang, “Design and Implementation of a
single-phase three-wire transformerless small battery energy storage i Dx
system,” IEEE Trans. Ind. Electron., vol. 41, no. 5, pp. 540-549, 1994.
[6] G.O. Suvire, M.G. Molina and P.E. Mercado, “Improving the integration
of wind power generation into AC microgrids using flywheel energy isc
storage,” IEEE Trans. Smart Grid, vol. 3, no. 4, pp. 1945-1954, 2012.
[7] M. E. Glavin and W. G. Hurley, “Ultracapacitor/battery hybrid for solar
energy storage,” in Proc. UPEC, 2007, pp. 791-795.
[8] A. Khaligh and Z. Li, “Battery, ultracapacitor, fuel cell, and hybrid
energy storage systems for electric, hybrid electric, fuel cell, and plug-in
hybrid electric vehicles: state of the art,” IEEE Trans. Veh. Technol., Fig. 7. Continued.
vol. 59, no. 6, pp. 2806-2814, 2010.
[9] F. Caricchi, F. Crescimbini and A. D. Napoli, “20kW water-cooled vdc Pu = 0 → 500W
prototype of a buck-boost bidirectional DC-DC converter topology for 400V
electrical vehicle motor drives,” in Proc. IEEE APEC, 1995, pp.
10V
887-892.
[10] O. C. Onar, J. Kobayashi and Alireza Khaligh, ‘‘A fully directional
universal power electronic interface for EV, HEV, and PHEV vb
applications,’’ IEEE Trans. Power Electron., vol. 28, no. 12, pp. 10V
140V
5489-5498, 2013.
[11] Y. Xue, L. Chang, S. B. Kjaer, J. Bordonau and T. Shimizu,
“Topologies of single-phase inverters for small distributed power
generators: an overview,” IEEE Trans. Power Electron., vol. 19, no. 5, ib 3A
pp. 1305-1314, 2004.
[12] O. Garcia, J. A. Cobos, R. Prieto, P. Alou and J. Uceda, “Single phase
power factor correction: a survey,” IEEE Trans. Power Electron., vol. (a) 100ms
18, no. 3, pp. 749-755, 2003.
[13] H. Chen, N. David and D. C. Aliprantis, “Analysis of
Pu = 0 → 500W
permanent-magnet synchronous generator with Vienna rectifier for
vdc
wind energy conversion system,” IEEE Trans. Sustain. Energy, vol. 4, 400V
no. 1, pp. 154-163, 2013.
[14] S. G. Wirasingha and A. Emadi “Classification and review of control 10V
v AB
strategies for plug-in hybrid electric vehicles,” IEEE Trans. Veh.
iuA
Technol., vol. 60, no. 1, pp. 111-122, 2011.
[15] G. Pellegrino, A. Vagati, B. Boazzo and P. Guglielmi, “Comparison of 200V
induction and PM synchronous motor drives for EV application
including design examples,” IEEE Trans. Ind. Appl. vol. 48, no. 6, pp. 5A
2322-2332, 2012.
[16] M. Yilmaz and P. T. Krein, “Review of the impact of vehicle-to-grid i1
technologies on distribution systems and utility interfaces,” IEEE Trans.
Power Electron., vol. 28, no.12, pp. 5673-5689, 2013.
[17] M. Yilmaz and P. T. Krein, “Review of battery charger topologies, (b) 10ms
charging power levels, and infrastructure for plug-in electric and hybrid
vehicles,” IEEE Trans. Power Electron., vol. 28, no. 5, pp. 2151-2169, v AB
2013.

ωr′ i1

ib
100V

5A
vb iuA

vdc
Fig. 7. Measured results of the established standard IPMSM drive
powered by interleaved DC/DC front-end converter due to
acceleration and deceleration rates of 1500rpm/s at ( vdc = 400V,
R L = 150 Ω ): (a) ( ωr′ , ib , vb , vdc ) without SC; (b) ( ωr′ , ib , vb ,
vdc , i Dx , i sc ) with SC.
(THDi LA = 8.46%, THDiuA = 9.23%)
(c) 5ms
Fig. 8. Measured results of the grid-connected 1P3W inverter in
micro-grid powered from EV IPMSM drive in discharging mode
with ( Pu* = -500W) under resistive loads of ( Z A = 201.7Ω ,
Z B = 201.7Ω and Z AB = 484Ω ): (a) dynamic responses of
( vdc , vb , ib ) ; (b) dynamic responses of (vdc , v AB , iuA , i1 ) ; (c)
steady-state waveforms of (v , i , i ) .
AB uA 1

2611

Powered by TCPDF (www.tcpdf.org)