2022 International Conference on IT and Industrial Technologies (ICIT)
Transient Performance of Voltage Source Converter
in V2G and G2V Electric Vehicles Application
Toqeer Ahmed
Dept. of Computational Engg. & Sci. Dept. of Electrical & Computer Engg.
School of Interdisciplinary Engineering
and Sciences (SINES), NUST 22332 Jeddah, Saudi Arabia
toqeer.ahmed@iiu.edu.pk sqaisar@effatuniversity.edu.sa
Tanveer Hussain
Dept. of Electrical Engineering
Bahria University
2022 International Conference on IT and Industrial Technologies (ICIT) | 978-1-6654-8945-4/22/$31.00 ©2022 IEEE | DOI: 10.1109/ICIT56493.2022.9989003
44000 Islamabad, Pakistan
01-244211-011@student.bahria.edu.pk
Abstract—Electric vehicles (EVs) always integrate into the
utility grid via power electronics interfaces like voltage source
converters (VSCs). The VSCs manage the power flow between
the utility grid and the EVs in bidirectional mode depending
upon various conditions. However, the smooth transition of
the bidirectional mode depends upon the controller used to
drive the references of the VSC. In this paper, the transient
performance of the VSC in vehicle-to-grid (V2G) and grid-to-
vehicle(G2V) EVs application is tested under voltage sag/swell
using the fractional order sliding mode control (FOSMC). The
primary focus is to manage the power flow between the utility
grid and the EVs based on the state of charge (SOC) of the
EV battery and the ampacity of the utility grid under grid
transients. A simulation model with a utility grid, VSC, and
an EV battery has been modeled at 180kVAR, 400V, and 50 Hz
distribution feeder. The stability analysis of FOSMC has been
ensured with the Lyapunov candidate function. The results of
the proposed control have been compared with the classical
PI control. It has been noticed that the proposed control is
robust in terms of speedy tracking, fast convergence, and finest
damping.
Index Terms—Electric vehicles, sliding mode control, utility
grid, state of charge.
I. Introduction
Electric vehicles (EVs) have become more competitive
due to the quick increase in energy requirement, earth’s
resource destruction, and emission of carbon dioxide are
the foremost causes of climate change and environmental
pollution across the world [1]. Though, EVs are not
extensively adopted into the market as a consequence of
some constraints including high cost, inadequate charging
infrastructure, and all-electric drive limit [2]. The integra-
tion of electric vehicles (EVs) on the utility grid is always
accomplished via power electronics interfaces like VSCs
[3]. Likewise, EV batteries can also be used as an energy
storage system, during the daytime the EVs can supply
power to the utility grid and store power during the night
978-1-6654-8945-4/22/$31.00 ©2022 IEEE
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Saeed Mian Qaiser Asad Waqar
Dept. of Electrical Engineering
ffat University Bahria University
44000 Islamabad, Pakistan
asadwaqar.buic@bahria.edu.pk
Ahsan Iqbal
Dept. of Elect. Engg. & Computer Sci.
South Dakota State University
57007 Brookings, United States
ahsan.iqbal@sdstate.edu
[4]. This capability has led to the vehicle to grid (V2G)
and grid to vehicle (G2V) concept by operating VSC in
a bidirectional mode according to the necessity of the
utility grid [5]. In the power utility context, active power
control, reactive power support, harmonics reduction, load
leveling, peak load shaving, and stability improvement
can be achieved by using VSC in bidirectional modes [6].
However, an efficient control is required for the significant
and reliable operation of VSC. The bidirectional VSC
operation is one of the important techniques in EVs and
also become a hot topic in recent times. The authors in
[7] have proposed an isolated single-phase bidirectional
VSC for battery charging using a new current control
strategy in V2G applications. The bidirectional charging
station for EVs is designed in [8] using PI and neuro-
fuzzy control to enhance power quality. The solar power
EV charger topologies are discussed in [9] for fast charging
and power quality improvement [10], [11]. In DC microgrid
(MG), a dual active bridge (DAB) converter is anticipated
for battery charging in V2G application [12]–[14]. The
authors in [15] have proposed multiple voltage source
inverters (VSIs) based on asymmetrical bidirectional half-
bridge topology for power flow control in EVs application.
In [16], [17], a Z-source VSI is proposed to boost the
output voltage required for the battery charger using
the PI control scheme. A multifunctional dual input
dual output converter is proposed in [18] for EVs to
accommodate the energy resource in DC MG. The authors
in [19], [20] have proposed an interleaved hybrid VSC for
battery charging to optimize the power flow. The authors
have discussed on-board [21]–[24] and off-board [25] VSC
based battery chargers for EVs to achieve high power
levels while charging. To mitigate the electromagnetic
interference in EVs, [26] has designed a grid-tied VSC
based on pulse width modulation (PWM). An extendable
bidirectional converter is proposed by [27] for EVs to
improve the voltage transfer ratio (VTR). In [28], the
authors have suggested a VSC that configures the charging
station connected to the grid using PI control. Based on
the literature survey, the following consequences could
be depicted. The bidirectional modes of VSC in EVs
application are not discussed. Almost all the authors
have considered the VSC in G2V and V2G separately for
battery charging/discharging. The transition between a
grid-tied and islanded mode in the perspective of V2G
and G2V along with grid transients is found missing.
Furthermore, the non-linear robust controllers are noticed
lacking in the current problem. In this regard, the authors Fig. 2. VSC Control Strategy
have proposed a FOSMC of VSC in EVs application. The
proposed system contains an AC/DC converter for EV
battery charging in G2V mode, while DC/AC converter and currents are converted into direct quadrature (dq) for
controls the EV battery supplying real power to the utility better reference tracking and SPWM signal generation.
grid in V2G mode. The stability analysis of FOSMC has III. MATHEMATICAL MODELLING OF EVS MODEL
been ensured with the Lyapunov candidate function. The According to the KVL and KCL, the dynamics of VSC
outcomes of the proposed control have been assessed with in grid-tied mode can be stated as [30]
the classical PI control. Important features of the proposed
FOSMC are: diabcg −Riabcg uabcot uabcg
= + − (1)
• Enhanced bidirectional power flow capability between
dx Lf Lf Lf
the utility grid and EV battery in V2G and G2V For a VSC, the value of modulation index (uab-
modes under grid transients with higher efficiency. cot=udc/2)m, is substituting in (1). The equation can
• Simple design and control, fast convergence, speedy be rewritten as
tracking, finest damping, and execution process. diabcg −Riabcg udc m uabcg
= + − (2)
II. SYSTEM DESCRIPTION AND CONTROL dt Lf Lf Lf
STRATEGY By transforming (2) into dq synchronous reference frame
Fig. 1 signifies the basic VSC model [29] which includes including ω=dθ/dt, equation becomes (3) and (4) [34]
utility grid, transformer at distribution station, total didg −Ridg udc m udg
= + ωiqg + − (3)
dynamic load, LC filter and an EV battery storage system dt L 2L L
(BSS). The system is divided into four parts, AC grid, diqg −Riqg udc m uqg
= − ωidg + − (4)
dt Lf 2Lf Lf
Addition of uncertainty term in (3) and (4) yields
didg
= fd (udg , uqg , idg , iqg ) + ymd + xd (5)
dt
diqg
= fq (udg , uqg , idg , iqg ) + ymq + xq (6)
dt
Where,
udc
y= (7)
Fig. 1. Simplified Model of VSC 2Lf

VSC, dynamic load, and EV battery. The VSC input Terms xd and xq signifies model uncertainties, and the
phase is incorporated through the AC grid by an LC non-linear functions (fd , fq ) defined as (8) and (9)
filter. The AC grid supplies voltage to the dynamic load didg −Ridg udg
fd = = + ωiqg − (8)
and EV battery through a ∆ - ∆ distribution transformer dt Lf Lf
of rating 11kV/400V 180kVA. The VSC converts AC/DC
diqg −Riqg uqg
voltage and vice versa, while the EV battery is linked to fq = = − ωidg − (9)
the DC bus. Fig. 2 [33] represents the control strategy for dt Lf Lf
bidirectional VSC in both grid-tied and islanded modes. The proposed control sliding surfaces in non-integer order
The ideal AC grid voltage and current at LV AC bus, for d and q axis can be esteemed as (10) and (11) [31]
output voltage and current of VSC are indicated by
Sd = ed + λDα−1 (sig(ed )λ ) (10)
uabcg, iabcg, uabcot, iabcot respectively. Where L and
CF represent the filter circuit. The three-phase voltages Sq = eq + λDα−1 (sig(eq )λ ) (11)

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Where,
ed = idg − idr (12)
eq = iqg − iqr (13)
Terms %d , %q and Dα−1 indicates current tracking errors
and fractional integral term, while positive constraints (α,
γ, λ) are the design limitations of (α < 1 and γ < 1). The
renowned function sig(.)γ is specified as:
Fig. 3. VSC control diagram by using FOSMC in d-axis
(14)
γ
sig(β)γ = |β| sgn(β)
Where, the sign function sgn(.) function is depicted as
τ
if τ 6= 0
sgn(τ ) = |τ | (15)
0 if τ = 0
Now considering the derivative of (10) and (11) with
inclusion of (12) and (13), the proposed FOSMC sliding
surface employing Riemann-Liouville (RL) definition [35]
obtained as
Sd· = i·dg − i·dr + λRL Dα (sig(%d )γ ) (16)
Sq· = i·qg − i·qr + λRL Dα (sig(%q )γ ) (17)
Terms idr and iqr are supposed to be constant and have
very small changes. Consequently (16) and (17) yields
Sd· = i·dg + λRL Dα (sig(%d )γ ) (18)
Sq· = i·qg + λRL Dα (sig(%q )γ ) (19)
From (5) and (6), by substituting the value of i¨dqg into
(18) and (19), the resultant equation becomes
Sd· = fd (.) + ymd + xd + λRL Dα (sig(%d )γ ) (20)
Sq· = fq (.) + ymq + xq + λRL Dα (sig(%q )γ ) (21)
Using the FOSMC condition, the current tacking error on
the proposed sliding surface ensured by the control law for
SPWM to generate gate pulses can be acquired utilizing
(22) and (23).
−[fd (·) + γRL Dα ](sig(%d )γ ) + kd sgn(sd )]
md = (22)
y
−[fq (·) + γRL Dα ](sig(%q )γ ) + kq sgn(sq )]
mq = (23) Fig. 4. Flowchart of algorithm for VSC
y
The sliding gains are signified by kd and kq . Fig. 3
illustrates the VSC FOSMC diagram in d-axis. Similarly, IV. STABILITY ASSESSMENT
for q-axis related methodology is implemented. Fig. 4
To prove the stability of VSC, the Lyapunov candidate
reveals the flowchart of algorithm for VSC.
function is well-defined as [29]
Likewise, the proposed control sliding surfaces in non-
integer order for islanded VSC can be described as 1 2
V (t) = (S + Sd2 ) (26)
2 d
Sdq = e·dq + λRL D α−1 γ
(sig(%dq ) ) (24)
Where, The derivative of (26) based on (18) and (19), one obtains
edq = vdqg − vdqr (25)
V · (t) = Sd Sd· +Sq Sq· = Sd (i·( dg)+λRL Dα (sig(%d )γ ))+Sq (i·( qg)+λRL Dα
(27)

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By substituting mdq from (22) and (23), one finds In region 1, under the normal condition when the charging
process begins from 0sec to 0.1sec there is a constant power
V · (t) = Sd +(xd −kd sgn(Sd ))+Sq +(xq −kq sgn(Sq )) (28)
transfer of 104kW between the utility grid and EV battery
While sgn(Sd ) = as shown in Fig. 5(b), Fig. 6(c), and Fig. 6(d). Initially,
Sd , (28) becomes
|sd|

the EV battery SOC is set at 80% to ensure that the

V · (t) = (Sd xd − kd |sd |) + (Sq xq − kq |sq |))
(29) EV battery has the appropriate capability to absorb or
deliver power throughout the simulation. The EV battery
charging is start increasing from 0sec to 0.1sec as shown
in Fig. 7(c) and Fig. 7(d). Likewise, the voltage remains
stable at the LV AC bus to 312V as revealed in Fig. 5(a),
Fig. 6(a), and Fig. 6(b). The DC voltage of 600V at the
HV DC bus is kept by the proposed controls implemented
as illustrated in Fig. 7(a) and Fig. 7(b).

V. SYSTEM ANALYSIS AND RESULT DISCUSSION

In order to examine the execution of the proposed
VSC, a real-time simulation of 0.3sec is accomplished in a
MATLAB Simulink environment under voltage sag/swell
in G2V and V2G operational modes. The proposed EVs Fig. 7. Voltage and Power curves in both G2V and V2G modes (a)
ug at LV AC bus with FOSMC
system provides power regulation using FOSMC and PI
control while EV battery charging/discharging under grid
transients (Voltage sag/swell) with the parameters shown
in TABLE I [32]. The real-time simulation outcomes are

Fig. 8. Voltage and Power curves in both G2V and V2G modes (b)
ug at LV AC bus with PI control

Fig. 5. . Voltage and Power Curves while V2G mode deactivated

(a) Vg at LV AC bus

Fig. 9. Voltage and Power curves in both G2V and V2G modes (c)
EV battery power with FOSMC

Fig. 6. Voltage and Power Curves while V2G mode deactivated (b)
EV Battery Power

demonstrated under different instances to authenticate the

overall execution of the bidirectional VSC. Four scenarios
are tested under G2V and V2G modes, EV battery
charging under normal mode in region 1, slow EV battery
charging under voltage sag in region 2, fast EV battery
charging under-voltage swell in region 3, and EV battery Fig. 10. Voltage and Power curves in both G2V and V2G modes
discharging under islanded mode in region 4, respectively. (d) EV battery power with PI control

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 TABLE I TABLE II
ELECTRICAL AND CONTROL PARAMETERS VSC VOLTAGE THD ASSESSMENT IN G2V MODE

Symbol Parameter Value Controller Category Load Category THD (%)

fac System Frequency 10kHz Fractional Order SMC Balanced 0.91
Lf Filter Inductance 150µH PI Control Balanced 2.3
Cf Filter Capacitor 800µF
R Filter Resistance 2mΩ
TABLE III
C DC Capacitor 4400µF VSC VOLTAGE THD ASSESSMENT IN V2G MODE
udc EV Battery Nominal Voltage 600V
Lac Total Dynamic Load 50kVA Controller Category Load Category THD (%)
γ Control Constraint 0.9 Fractional Order SMC Balanced 0.48
λ Control Constraint 1500 PI Control Balanced 2.15
α Control Constraint 0.5
kd, kq Sliding Surface Gains 5x106
EV battery as displayed in Fig. 5(b), Fig. 6(c), and Fig.
6(d). From time 0.1sec to 0.15sec, the EV battery SOC
is decreased by 10% as indicated in Fig. 7(c) and 7(d),
which also results in a decrease of voltage at the HV DC
link as shown in Fig. 7(a) and Fig. 7(b). In region 3, the
grid voltage regulation changed from 10% voltage drop to
10% voltage swell as revealed in Fig. 5(a), Fig. 6(a) and
Fig. 6(b), while the EV battery received fast charging
from the utility grid. The EV battery draws an active
power of 118kW from the utility grid as displayed in Fig.
5(b), Fig. 6(c) and Fig. 6(d), while the EV battery SOC
increased by 10% from time 0.15sec to 0.2sec as presented
in Fig. 7(c) and Fig. 7(d). Moreover, the proposed voltage
control strategy kept the DC link voltage at 600V as
shown in Fig. 7(a) and Fig. 7(b). In region 4, the EV
battery discharging is presented. In this case, the EV
Fig. 11. b battery supply about 50kVAR of power to the utility grid
for load compensation as shown in Fig. 5(b), Fig. 6(c),
and Fig. 6(d). Besides, the EV battery SOC decreased
from 0.2sec to 0.3sec as displayed in Fig. 7(c) and 7(d).
However, the reference voltage of 312V at the LV AC
bus is maintained by VSC as indicated in Fig. 5(a), Fig.
6(a), and Fig. 6(b). The DC voltage is kept at 600V
throughout the V2G mode as displayed in Fig. 7(a) and
Fig. 7(b). Furthermore, when V2G mode is off from 0.2sec
Fig. 12. c to 0.3sec due to grid voltage alterations, the steady power
flow towards EV battery is disrupted as exemplified in
Fig. 5(a) and Fig. 5(b). The SOC curve reveals that the
EV battery charges during grid-tied mode and discharges
during the islanded mode. Negative battery discharging
occurs during the islanded mode. Despite, AC voltage
variation of the grid during G2V and V2G modes, the
output voltage of VSC is fixed to the reference value. The
assessment of VSC voltage THD during VSC operational
modes is listed in TABLE II and TABLE III, respectively.
Fig. 13. DC and Battery curves (a) udc at HV DC bus with
FOSMC(b) udc at HV DC bus with PI control (c) EV battery SOC It is noticeable that the FOSMC voltage THD during
with FOSMC (d) EV battery SOC with PI control grid-tied and islanded modes are 0.91% and 0.48% in
distinction to PI control and meet the IEEE criteria.
TABLE IV shows the performance parameters comparison
In region 2, the EV battery is slow charging due to of FOSMC with the published literature. The execution
voltage drop as indicated in Fig. 5(a), Fig. 6(a), and Fig. of PI control is normal as compared to FOSMC in terms
(b). A power of 90kW is taken from the utility grid by the of robustness, lowest chattering, very high accuracy, less

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complexity, rapid response time, and steady performance
as depicted clearly in EV battery power flow, AC voltage,
DC voltage, and EV battery SOC curves.
TABLE IV
PERFORMANCE PARAMETERS COMPARISON OF FOSMC
WITH PUBLISHED LITERATURE
Performance Parameters Proposed FOSMC [14] [16]
Response Time Very Fast Medium Fast
Complexity Less Less Complex
Chattering Lowest Very High Low
Robustness and Stability Stable Poor Less Stable
Transient Response Very Fast Very Slow Fast
Voltage 0.91 2.15 2.66
THD (%)
VI. PERFORMANCE ANALYSIS OF FOSMC AND
PARAMETER SELECTION
The performance of FOSMC is primarily depends on the
selection of parameters values. Moreover, the comparison
of FOSMC and classical PI control required a steady-state
test to assess the performance. The error of amplitude sig-
nal and chattering phenomenon are the leading concerns in
controllers assessment. The conventional SMC has a major
concern of chattering issue, though the proposed FOSMC
is competent with the time interval to ease the error signal
and convergence via the selection of fractional coefficient
‘α’ appropriate value in a range between 0 to 0.9. The rise
of ‘α’ decreases the influence of the integral term (Dα-1
(Sig(ed)γ)) on the sliding surface and outcomes in the
increase of tracking error and chattering. Similarly, the
decrease of ‘α’ rises the rise time, overshoot, and time to
reach the steady state. Therefore, for the proposed EVs
system the value of fractional coefficient ‘α’ equal to 0.5
is selected.
Acknowledgment
This work was funded and supported by the Effat
University of Jeddah, Saudi Arabia under the grant
number UC 9/2June2021/7.2-21(3)5.
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