2016 IEEE Online Conference on Green Communications (OnlineGreenComm)
Using IEC 61850 and IEEE WAVE Standards in Ad-
Hoc Networks for Electric Vehicle Charging
Management
Paul Nsonga1, S. M. Suhail Hussain2, Ikbal Ali2 and Taha Selim Ustun3
1
Carnegie Institute of Technology, Carnegie Mellon University
2
Department of Electrical Engineering, Jamia Millia Islamia (a Central University), New Delhi, India
3
School of Electrical and Computer Engineering, Carnegie Mellon University
Email: pbn@andrew.cmu.edu, suhail137998@st.jmi.ac.in
AbstractAs Electric Vehicles (EVs) grow in popularity in
developed countries, their integration within the Internet of
Things (IoT) domain is envisaged. When fitted with wireless
sensors and communication devices, On-Board Units (OBUs) for
example, EVs have the ability to establish links with their
surroundings. In this regard, EVs could communicate with Road
Side Units (RSUs) in Intelligent Transport Systems (ITSs) and
smartgrid. This paper proposes an EV charging load
management scheme based on communication between EVs and
RSU modeled on the IEEE Wireless Access in Vehicular
Environments (WAVE) standard and EV communication with
charging stations (CSs) modeled on the IEC 61850 power utility
automation and communication standard. Communication and
service models of EVs communication with RSUs and CSs based
on the IEEE WAVE and IEC 61850 standards are developed. An
EV charge scheduling algorithm based on communication among
EVs, ITS components like RSUs and smartgrid components like
CSs is also presented.
Keywords IEC 61850, IEEE WAVE, EV, Ad hoc networks,
Communication standards, Scheduling Algorithm, Integration
I. INTRODUCTION
The pervasiveness of technology and the reduced cost of
electronics have led to the development of Intelligent
Transportation Systems (ITS) worldwide. This is compounded
by the need to improve traveler safety, decrease traffic
congestion, facilitate the reduction of air pollution, provide
vehicle infotainment and conserve dwindling natural resources.
The use of wireless technology fits well in providing a medium
to connect vehicles to the outside world [1]-[2].
ITSs include a range of fixed and mobile communications
based information and electronics. When integrated into the
transportation systems infrastructure and into vehicles
themselves, these technologies relieve congestion, improve
safety and enhance productivity. ITS applications are being
extended to incident management system processes, electronic
road toll collection, and in-car navigation systems [2]-[3].
Advancements in the development of ITS have also led to
experimentation of their integration in electric vehicles (EVs).
EVs are becoming increasingly popular due to climate change
concerns and carbon emission reduction schemes. EVs are an
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important building block towards achieving any CO2 emission
reduction goals [2]-[4]. It is widely accepted that there is an
urgent need to address the serious concerns of global warming
through the evolution of societies with low, sustainable carbon
emission levels [2]-[5]. Governments are also pushing to find
alternatives to foreign oil. EVs offer a sustainable
transportation solution that will help achieve the goals [6].
Sustainable transportation is not the only benefit of EVs.
Coupled with V2G technology, EVs can serve as electricity
supplies to the grid during idle times to meet peak level
demands and increase its reliability [7]. A communication link
with an EV is required to extract information on its different
modes of operation, charging or storage, before any such
undertaking. In the literature, the communication between EVs
and the grid is based on the IEC 61850 Communication
Networks and Systems in Substations standard [7].
Interlinking EVs and smartgrids is another step towards
achieving an IoT. The evolution of mobile Internet Protocol
(IP) and networks has made it possible to have enterprise,
cloud, data center, and service provider technologies converge.
This has given rise to a broad set of applications not limited to
smart cars and grids. Given that EV integration with different
smartgrid components is possible, there is need for load
balancing schemes to offset the demand they put on the grid,
especially when drawing power to charge their batteries.
The rest of this paper is organized as follows: Section II
discusses EV integration with the smartgrid; Section III
introduces the proposed charging management scheme and the
communication and service models. Section IV presents the
simulation results and their analysis. Finally, Section V draws
the conclusions of the study.
II. ELECTRIC VEHICLE INTEGRATION WITH ROAD SIDE UNITS
SMARTGRID COMPONENTS LIKE CHARGING STATIONS
In [2], it is noted that integration between EVs and the grid
is important to in order to achieve communication that can help
in the implementation of load balancing, smart charging and
scheduling schemes. Communication links with each EV are
vital for the extraction of information like an EVs mode of
operation, distance from the nearest charging station (CS), and
battery levels. Standard communication between EVs and
 2016 IEEE Online Conference on Green Communications (OnlineGreenComm)

TABLE I MODIFICATION OF THE PROPOSED EVCT CLASS smart grids can be modelled with IEC 61850 standard. This
EVCT Class standard regulates power utility communication by providing a
CDC Explanation comprehensive model for how power system devices should
Data Name T M/O/C
organize data in a manner that is consistent across all vendor
Shall be inherited from the logical-node applications, and defines information exchange models
LNName class (see IEC 61850-7-2)
between intelligent electronic devices in a power utility [2],[7]-
Data [9].
System logical node data
The IEC 61850-7-420 extension does not cover EVs and
LN shall inherit all mandatory data from
common logical node class M their functionality, but instead focuses on Distributed Energy
Resource (DER) systems modeling. In [7], a new Logical Node
Data from LLNO may be optionally used O (LN) class called Electric Vehicle Control (EVCT) is
Settings proposed to cover EVs. It is further modified in [2], and in this
V2GStart ASG V2G-Allowed Period Start time O study (see Table I), to add new parameters that are necessary
V2GEnd ASG V2G-Allowed Period End time O for the implementation of the scheduling algorithm that is
ChrgReady ASG Time when EV should be fully charged O discussed in this study. It is modelled as a sub function in the
Alim ASG Input current limit O LN that defines the data exchanged in the V2G process. As
Vlim ASG Input voltage limit O shown in Table I, the EVCT class reflects the sub-functions
ChrgMode ING Charging Mode (see IEC 61850-1) required for monitoring the critical functions of and states of
Value Explanation the V2G process [7].
1 Charging Mode 1 Integration of EVs for communication with RSUs and CSs
Charging Mode 2 M
2 is possible given that communication over wireless
3 Charging Mode 3 technologies based on IEEE 802.11 specifications gives a
4 Charging Mode 4 common technological platform for both the IEC 61850 and
Status Information
IEEE WAVE standards to work together as shown in Fig. 1
ConnCount INS Count of Grid Connection
[2]. EV communication with CSs can be modeled on IEC
M
61850 communication standard with the EVCT class as the
V2GStatus SPS True: V2G Participation is ON
False: V2G Participation is OFF M building block for message exchanges. The same EVCT class
will be the building block for EV communication with RSUs,
V2VStatus SPS True: V2V Participation is ON defining the different parameters for information as required by
False: V2V Participation is OFF M
the Charge Scheduling Application (CSA) when an EV makes
EconStatus SPS True: Economic Charging is selected a request for information on charging slots.
False: Immediate Charging is selected M

Charging- SPS True: Charging Indicator is ON

Signal False: Charging Indicator is OFF O

BattFullAu- SPS True: Battery Full Audible Signal is ON

dibleSignal False: Battery Full Audible Signal is O
OFF
WSMRequest SPS PSId (See IEEE 802.11)
PSID Indicator: Toggle between ON and
OFF, ON :Connecting to a new service or O
connecting to difference service OFF:
Same service
Controls
Fig. 1 EVCT Class as basis of communication over IEEE WAVE and IEC
V2GEnable DPC Switch on/off V2G participation, 61850
ON= True, OFF= False M

EconCharge DPC Toggle between Economic and Estimation of how long an EVs battery will need to be
Immediate Charging, Economic= True, M charged can be done (see equation 1) based on values of certain
Immediate = False parameters in the proposed EVCT class in Table I.
Measured Values Charge2Level and BattLevel are expressed in percentage
Supplied- MV The amount of power supplied to Grid terms.
O
Power through V2G scheme
Received- MV Power received for charging the batteries Time to charge = (1)
O
Power
BattLevel MV Battery level of Electric Vehicle(EV) M
Location MV GPS location coordinates of the EV III. PROPOSED ELECTRIC VEHICLE CHARGING MANAGEMENT
M
SCHEME
Charge2Level MV Required level of charge in % M
A. Architectural Model
BattCapacity MV Battery Capacity of EV in AH M
The scheme proposed in this study takes into account
wireless ad hoc communication among EVs, charging stations

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 2016 IEEE Online Conference on Green Communications (OnlineGreenComm)
and RSUs. Fig. 2 is an illustration of V2I and V2G
communication; that is, communication between EVs and
RSUs and that between EVs and charging stations.
Communication between EVs and RSUs is modelled on the
IEEE WAVE standard. EV communication with charging
stations is modelled on the IEC 61850 standard as noted in
Section II.
Fig. 2 Conceptual architectural model for the V2G and V2I system.
B. Communication Model
The charging stations will share information on number of
available slots and the type of charging they offer (fast or slow)
with the RSUs. When an EV contacts an RSU, it will broadcast
information about its State of Charge (SoC), charging mode,
and range (based on the SoC, how much farther it can still go
in terms of distance). The RSU will send an ACK and supply
info directing the EV to a Charging station with an empty slot.
The EV will then contact the charging station, requesting
power supply and give information on its SoC, charging mode,
Input current and voltage limit (Alim or Vlim) etc. on arrival,
the EV will connect to the Charging Station which will initiate
the charging process. When the EVs battery is fully charged or
reaches the requested level of charge, it will update its SoC and
give a signal to indicate a fully charged battery (BattFull-
signal). The charging station will then end transmission to the
EV and send an update to the RSU about an empty slot made
available.
Fig. 3 Message exchange during charging request and power supply session.
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C. Service Models
EV communication with charging stations will be in the
form of different message types as defined by the IEC 61850
standard. The types of messages exchanged and the
information they carry are as shown in Fig. 4. The sizes of their
APDUs are shown on the right side.
Fig. 4 Sequence of message exchanges between EVs and Charging stations
showing their type and size of APDUs.
Fig. 3 and Fig. 4, adapted from IEEE Std 1609.0-2013
Annex C [10], illustrate the message exchanges between the
EV and RSU occurring on the Service Channel (SCH). In Fig.
3, when an EV is within the range of an RSU, the Control
Channel (CCH) of WAVE radio of the RSU will transmit a
series of wake-up frames and WAVE Service Announcements
(WSA) that deliver the particulars of the charge scheduling
services and the SCH to be used. The different stages in the
message exchanges in Fig. 5 and Fig. 6 marked in circles from
1 up to 7 are described further below.
1) When an EV enters an RSUs CCH coverage zone, its
OBU recognizes the WSA transmissions from the
RSU, notifying it of the availability of the Charge
Scheduling Application (CSA). The EVs OBU will
then receive and process the WSA to determine the
specifics of the CSA service.
2) The OBUs WAVE Management Entity (WME) will
then switch its radio to the SCH as indicated by the
first WSA for immediate and extended access and the
CSA implemented in the RSU will be notified.
3) The CSA will then construct a Vehicle Service Table
(VST) for delivery to the CSA using the Wave Short
Message Protocol (WSMP). The VST is used to
identify the EV and provides relevant information
about the EV to the CSA.
4) Using the WSMP, the EVs CSA will query the
roadside CSA for information on available charging
slots at CSs within the vicinity. The roadside CSA
responds via WSMP, requesting the EV for
information on its SoC, charging mode, input current
and voltage limit, vehicle ID (VehID) etc. The EV
will respond with the requested information via
WSMP.
 2016 IEEE Online Conference on Green Communications (OnlineGreenComm)

Fig. 5 Message exchanges between EVs and RSUs, part 1.

Fig. 6 Message exchanges between EVs and RSUs, part 2.

5) Based on the information received from the EV, the
roadside CSA will determine the appropriate CS
where the EV can be charged and deliver the
information to the EV over WSMP.
6) The roadside CSA indicates to the EV CSA that the
process is complete and causes the EV to stop
participating in the application-service opportunity,
i.e., the OBU ceases operation on the SCH and returns
to CCH monitoring
7) If appropriate, the EVs OBU is put back to sleep to
conserve battery charge. A short-duration timer may
be used to prevent the device from reawakening on a
trigger of wake-up frames and WSAs from the RSU
that it is leaving.
D. The Algorithm
EV connections to smartgrid components like CSs have a
major impact on power distribution networks. When the impact
of the EVs demand for power supply from the smartgrid is
analyzed, it is clear that large-scale migration to EV technology
will require some changes to distribution networks as well as
their management and protection. Research shows that the

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 2016 IEEE Online Conference on Green Communications (OnlineGreenComm)
additional power demand introduced by EVs causes problems
at the distribution level [10]. This can easily be evaded by
avoiding by implementing smart charging methods. One such
method of EV charging allocation is proposed below. It takes
into account the load at different charging stations and factors
like power outages and shortages at the location of the CSs in
order to better manage the load placed on the power
distribution network.
Fig. 7 Flow chart of the charge scheduling algorithm.
The algorithm developed as shown in Fig. 7, takes into
account an EVs SoC and its range based on the SoC; that is,
how far (the distance) the EV can still go with its current SoC.
When an EV requests for information on available charging
slots at CSs within its vicinity, the CSA, implemented in the
RSUs, will check whether its range, based on its current state
of charge, is less than its destination. If no, the EV will be
added to the Normal Queue (NQ). The NQ is based on the
First-come-First-Serve principle, as it is assumed that the EV
has enough SoC to take it to its destination, say the owners
home, where it can be plugged in and charged. After, the EV
will be assigned a slot on the Priority Queue.
If yes, the requesting EVs range based on its SoC will be
compared to range of the EV at the top of the PQ. The EV will
then be added to the PQ and the PQ will be sorted by ascending
order. The PQ is based on a critical-first principle; the EV with
the most critical need for power supply gets assigned a
charging slot first. After assigning slots to all EVs that
requested for charging slot information, the CSA will then
check whether there are any available slots. If no, the process
will stop. Otherwise, all pending EVs will be assigned to the
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NQ. The charging slot assignment will also take into account
details like an EVs charging mode, input current and voltage
limits and its location. These parameters are part of the EVCT
class in Table I (see Section II).
The process of assigning charging slots is further explained
in Fig. 8 below. When assigning charging slots, the CSA will
first select a CS with the minimum number of EVS already
charging. It will check whether there is a power outage or there
are power shortages at the location of the CS. If yes, the CSA
will select a CS with the second least number of EVs already
charging. If no, the CSA will check whether the range of the
EV, based on its state of charge, can take it up to the selected
CS. If the range of the EV is less than the selected CS, the EV
will be assigned a slot at that CS. Otherwise the CS selection
process will be restarted for that EV.
Fig. 8 Charging slot selection and assignment
With a charging load scheduling scheme, the impact of the
EVs on the smartgrid can be managed, given the effect of
renewable energy intermittences on power distributions.
Communication between CSs and power distribution points
ensures that the EV demand load can be evenly distributed
among CSs. Furthermore, communication among EVs and CSs
will provide data that can be used in predicting charge request
patterns that can help in power distribution planning or energy
allocations and the cost of supply to meet projected demand
can be estimated.
IV. CONCLUSIONS
Coupled with advances in wireless sensor networking
technologies, interlinking electric vehicles to communicate
with other electric vehicles, smart homes and smartgrids is now
a possibility, giving credence to an IoT. The ability to have a
network of things communicating with each other results in
 2016 IEEE Online Conference on Green Communications (OnlineGreenComm)
easy and intelligent management of connected devices. The
management of EVs and their integration with ITSs and
smartgrid components like CSs requires standardized
communication. The standardization covers communication at
different levels as V2I (EVs and RSUs) and V2G (EVs and
CSs).
Accordingly, communication standards of two different
domains, i.e. IEEE Wave 1609 and IEC 61850 for EVs and
Charging stations or power utilities, respectively, are integrated
in this paper to achieve seamless communication among EVs,
RSUs and CSs. Models for EV communication with CSs and
EV communication with RSUs are developed. Service models
detailing the different types of messages based on the IEC
61850 and IEEE WAVE standards are also developed. The
successful integration of the smartgrid and ITS components
like CSs and RSUs will further and give credence to the
smartcity concept.
Finally, as EVs increase in number, there is a challenge to
effectively manage their charging. This in turn helps manage
the load demands placed on the grid. To this effect, an EV
charge scheduling algorithm based on communication among
EVs, ITS components like RSUs and smartgrid components
like CSs is proposed. Moreover, the proposed scheme take
into account information collected from EVs to ensure that
those with the most critical need for power supply are catered
for.
The continuation of this research will examine the
performance of the proposed IEC 61850 and IEEE 1609
WAVE based communication in ad hoc networks for EV
charging, in terms of End-to-End delay. Different routing
protocols for vehicular ad hoc networks will also be considered
for performance evaluation.
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