PV based PHEVs Smart Charging Station
Facility
Tariq Kamal*
Electrical Engineering Department
COMSATS Institute of IT
Abbottabad, Pakistan
tariq.kamal.pk@ieee.org
Sidra Mumtaz
Electrical Engineering Department
COMSATS Institute of IT
Abbottabad, Pakistan
sidramumtaz@ciit.edu.pk
Abstract— The widespread applications of plug-in
hybrid electric vehicles (PHEVs) established that there will
be a massive inrush of PHEVs by the end of this century.
There is a rising risk that this anticipation in the number
of PHEVs will impose an extra burden in demand,
especially at peak times and, therefore, threaten the
stability of existing power grids. To satisfy the additional
load of PHEVs, a smart charging station (CS) facility
based on PV output power sensing due to the variation in
solar irradiance and temperature is presented in this
paper. The power required to charge the PHEVs is
effectively managed from grid-connected photovoltaic (PV)
generation. To confirm the optimal utilization of available
power, charging time and grid stability, five possible
switching modes have been considered for different
interaction among the PHEVs, PV and the grid.
Simulation results confirm the effectiveness of the
proposed CS facility. The proposed CS and their
controllers are designed in MATLAB/Simulink.
Keywords— PHEVs, PV power sensing, Battery
management system, Smart Charging
I. INTRODUCTION
PHEVs offer several benefits and can be a strong
substitute to the conventional vehicle due to the increase
battery capacity and grid plugging capability, coupled
with the high pollution problems and the rising costs of
raw materials [1]. It is expected that in future a large
number of PHEVs will be available in the transportation
sector. The increased number of PHEVs could overload
the existing electric utility especially at the distribution
level which can cause voltage problems, frequency
regulation and power losses at the end user. Due to the
limited resources of energy in different countries,
researchers are busy to propose a proper management of
energy for PHEVs. Some researchers suggest night
charging of PHEVs but the possible threat of night-
charging challenge is the use of the TOU (time-of-
use) pricing which is planned to oppose charging during
the daytime. This would create the problem of
overloading the distribution transformers. However, this
problem can be solved via installation of higher power
rating transformers, it is rather an expensive option.
Now, it is the time to design a CS setup coupled with
smart charging strategies. One way is to utilize
renewable energy sources (RESs) to charge the PHEVs.
Among the available alternatives, PV systems would be
the best solution as they can dispatchable by using
978-1-4673-6813-1/15/$31.00 ©2015 IEEE
Syed Zulqadar Hassan
Electrical Engineering Department
COMSATS Institute of IT
Abbottabad, Pakistan
syedzulqadar.hassan.pk@ieee.org
Laiq Khan
Electrical Engineering Department
COMSATS Institute of IT
Abbottabad, Pakistan
laiq@ciit.edu.pk
external storage system. In workplaces, vehicles are
parked for at least 5 hours in a day, according to the
report provided by the National Household
Travel Survey (NHTS) [2]. Hence, to build an electric
CS in these places is effective, but this would cause some
serious overloading problems especially at the
distribution level. As the upgrading of transformer is
difficult and an expensive choice, this issue requires a
special concentration as the PHEVs penetration
increases. Several studies are reported in the literature to
show the impact of PHEVs charging on the distribution
transformer [3], [4]. Nevertheless, not much study has
been performed to charge the PHEVs from PV system
while reducing the stress on distribution transformer.
Although, a few papers are published related to
PHEVs charging from PV system but their discussions
are limited and did not consider the loading of
distribution transformer [5]–[7].While several papers
targeted the residential distribution networks [8], [9].
High scale utilization of PV systems and PHEVs for co-
benefits are presented in [10]. The study summarizes that
PV gives a promising source of mid-day generation
power for PHEVs, while PHEVs act as a dispatchable
load. Another research study concluded that high scale
penetration of EVs in the existing power framework
would be possible by optimal scheduling [11]. The
significance of EVs working as an energy storage source
is briefly reviewed in [12]. A smart energy management
system is presented in [13]. The energy management
system supplies power to the vehicle battery chargers via
real time monitoring to secure the maximum utilization
of available power, charging time and other advantages
to the grid such as voltage and load tracking
enhancement. None of the papers published so far
provide the control, power electronic interface and power
management system of PHEVs in grid-connected PV
based CS, where the required power of PHEVs come
from PV or the utility or both on the basis of sensing PV
output power. This paper provides a smart charging
facility for PHEVs in a grid-connected PV based system
where a high share of power for PHEVs charging come
from PV, thus reducing the burden on the grid. The
proposed CS also consists of an energy storage system
(ESS) to store power during off peak times which can
be used during rush hours to charge the PHEVs. This
paper is divided as follows. First, overall system des-
 RESIDENTIAL
POWER ELECTRONICS I NTERFACING
LOAD
DC/AC
PV ARRAY BOOST ISOLATING A B C
CONVERTER
CONVERTER SWI TCH DISTRI BUTION
PL TRANSFORMER
+ + A UTILITY
PG GRID
PC

VDC- LINK
PPV
B

_
_ C

PC-REF
PPV
+ PESS-REF

PHEV SC PPH EV
48V PPHEV MAIN
SPV
_ CONTROLLER TSO C
SESS
BUCK
CONVERTER SPH EV
PL
PESS

ESS
PG PESS PC

Fig 1: Description of the proposed charging station

cription is given in Section 2. Next, Section 3 describes
the operating modes of the proposed CS. Section 4
presents the control of power electronics components.
Subsequently, Section 5 and 6 shows simulation results
and conclusion.
II. PROPOSED CHARGING STATION DESCRIPTION
The detailed structure of the proposed CS is shown in
in figure 2. The climatological variables such as solar
irradiance levels and temperature considered in this
paper are taken from a typical summer day at Islamabad,
the capital of Pakistan. The range of PHEV battery
capacity varies from 4.4-24 kWh [14], whereas in this
research work the battery capacity is taken as 12kWh for
modeling process.




figure 1. The key components of the CS are the power

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electronic interfacing (PEI), PV array, PHEV battery and 

 

utility grid (UG), residential load (RL), ESS and the 

main controller. The PEI contains all the electronics 



components, i.e., boost converter for PV, buck converter   

    
   
## 
 

for PHEV battery charging, ESS and a three-phase bi- 

directional converter. The role of the boost converter
connected to PV array is to perform the operation of 
maximum power extraction from PV using the 
incremental conductance technique. The function of the   
    
   
"#%&#
 !

buck converter is not only to charge the PHEV battery


but also prevent it from overcharging using battery
overcharging protection system controller (BOPSC).

BOPSC also controls the rate of battery charging. The
ESS will provide power when there is a deficiency of   
    
   
power from the grid and PV.
The controller operates on different parameters.
There are seven inputs, on the basis of which the
controller controls the whole CS. PPV and PESS are the
powers given by PV and ESS respectively. PC and PG are
the powers of DC/AC converter and grid and they are
bidirectional. PPHEV and PL are the battery and residential
loads, whereas TSOC is the state of charge of PHEV
battery on the basis of which BOPSC operates. The
outputs of the controller consists of switching sequences
for converter, PV, ESS, PHEV and the power references
for converter and ESS.
To reduce the overall complexity of a system, the
control of PEI is based on the sensing of PV output
power. The switching of various operating modes
depends upon the variations in PV power. The PV output
power varies with irradiance and temperature. Using the
slope change in irradiance and a step change in
temperature, the variation in PV output power is shown

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Fig 2: Photovoltaic output power
From figure 2, the irradiance starts increasing from 0 at 6
Hrs, thus PV starts supplying power. Between 1-11kW, the
power generated by PV does not satisfy the PHEV demand.
Similarly from 11-12.5 kW, PV fulfills the demand of a PHEV
battery and after this it generates more power. Keeping in
view the above facts, the references for different operating
modes are chosen on the basis of PV power. The references
are PPV1 = 1.0 kW, PPV2 = 11.0 kW and PPV3 = 12.5 kW. Thus,
different modes of operation are categorized on the basis of
the above three references and their control logic is described
in figure 3.
III. OPERATING MODES
Using PPV1, PPV2, PPV3 and PG-MAX, the operating
modes can be classified into the five different modes.
Considering figure 3, different operating modes of CS
are explained below;
 Start From
1
PPV, PPH EV, PG, PL, PC,
PESS, TSO C

Yes
No PPV > PPV1

No Yes Yes
PG<PG-MA X PPV > PPV2 PPV > PPV3

Yes No No

SC =1 SC =1 SC =1 SC =0 SC =1
SPV = 0 SPV = 0 SPV = 1 SPV = 1 SPV = 1
SESS = 1 SESS = 0 SESS = 0 SESS = 0 SESS = 0
SPH EV = 1 SPH EV = 1 SPH EV = 1 SPH EV = 1 SPH EV = 1

PC-REF=PG-MA X - PL PC-REF =PPH EV PC-REF =PPV -PPH EV PC-REF = 0 PC-REF = -(PPV -PPH EV )
PESS-REF =PPH EV -PC PESS-REF = 0 PESS-REF = 0 PESS-REF = 0 PESS-REF = 0

Continue cha rging until Yes TSO C No

Goto

Goto
Stop c har ging
1

1
TSO C = TSO C-MA X < TSO C-MA X SPH EV = 0

Fig 3: Flow chart of proposed charging station

A. Mode-A: Grid-rectification charging (GRC) C. Mode-C: Grid-rectification and PV charging

Condition: PPV < PPV1 and PG < PG-MAX
In this mode, the PV doses not generate any power
(i.e., PPV < PPV1) and power delivered by UG is less than
the maximum power rating of it. Usually the output
power of UG is the sum of DC/AC converter power and
the power supplied to the RL (i.e., PG = PC + PL). The
grid’s first objective is to satisfy the RL demand and
excess power is sent to DC bus via a DC/AC converter.
So in this case, the power required for PHEV battery
charging is provided by UG only. The switching
sequences for this mode are SC = 1 and SPHEV = 1 and all
other switches are off, whereas PC-REF = PPHEV as shown
in figure 3. The power flow of this mode is illustrated in
figure 4(a). Once TSOC reaches its maximum value, the
PHEV battery stops charging by disabling the isolating
switch and PC-REF = 0.
B. Mode-B: Grid-rectification and ESS charging
(GREC)
Condition: PPV < PPV1 and PG > PG-MAX
This mode is alike mode-A i.e., PV does not generate
any power. In this mode, the UG first satisfies the load
demand and the remaining power is delivered to PHEV
for charging. Thus, the overall demand on a UG is PPHEV
+ PL. As the RL demand increases, the sum of PPHEV and
PL exceeds the maximum power rating of UG (i.e., PG-
MAX). The UG delivers its maximum power and the
remaining power is provided by ESS. The main
controller does not isolate the UG from charging station,
it actually shares power demand between grid and ESS.
Once RL decreases to such a level that UG satisfies all
the power demand, the controller switches back to mode-
A. The switching sequences of this mode are SC = 1,
SPHEV = 1 and SESS = 1 and SPV = 0 whereas PC-REF = PG-
MAX - PL and PESS-REF = PPHEV -PC as shown in figure 3. In
the same fashion, the PHEV battery stop charging once
TSOC reaches TSOC-MAX. The power flow diagram is
shown in figure 4(b).
(GRPC)
Condition: PPV1 < PPV < PPV2
In this mode, the power generated by PV system does not
meet the requirement of PHEV battery demand.
Therefore, the deficit power is supplied by UG via a
DC/AC converter after satisfying RL demand. Once
power generated by PV fulfills the PHEV battery
demand, the main controller switches to next operating
mode. For this mode, the controller generates a switching
sequence such that ESS is isolated and all others .viz.,
PV, PHEV and DC/AC converter are connected as
shown in figure 3. The reference for converter is the
deficit power i.e., (PC-REF = PPV - PPHEV). Figure 4(c)
explains the power flow of this mode.
D. Mode-D: PV charging (PC)
Condition: PPV2 < PPV < PPV3
This mode describe the situation where the required
power of PHEV battery is covered totally from PV. As
UG does not play any role in this mode, because, all the
demand is satisfied with PV, it is disconnected from CS.
The main controller sent ON signal to PV and PHEV
switches, while all others are OFF as shown in figure 3.
The BOPSC ensure that PHEV should not be
overcharged. Figure 4(d) describes the power flow of this
mode.
E. Mode-E: Grid-inversion and PV charging (GIPC)
Condition: PPV > PPV3
In this operating mode, the output power of PV is
greater than PPV3. Here the main controller facilitates the
PHEV battery charging from PV and excess power is
sent to bi-directional converter. The power sent through
converter is also used to satisfy the RL demand. Once
RL is satisfied the remaining power is sent to the UG.
Figure 4(e) shows the power flow of this operating
mode.
 PV ARRAY BOOST DC/AC UTILITY id_ref
DC

CONVERTER LINK CONVERTER GRID
PC-REF +_
PI
Controller dq/abc

PC
0
iq_ref ia_ref ib_ref ic_ref
ESS Switching
Hysteresis Signal
BUCK CONVERTER RESIDENTIAL LOAD Current
PHEV
Controller
PV ARRAY BOOST DC/AC UTILITY
DC
 CONVERTER LINK CONVERTER GRID
ia ib ic

Figure 5: Bi-directional converter control

Switching
IPV I I Signal
ESS s  PV
PV s _ PID
PWM
VPV VPV VPV + Controller
BUCK CONVERTER RESIDENTIAL LOAD
PHEV

PV ARRAY BOOST DC/AC UTILITY

DC 0
 CONVERTER LINK CONVERTER GRID

Figure 6: Control diagram of DC/DC boost converter

V. SIMULATION RESULTS
ESS
The proposed algorithm for the CS is verified in
BUCK CONVERTER RESIDENTIAL LOAD
PHEV Matlab/ Simulink. A PV array of 30 kW rating is
PV ARRAY BOOST DC DC/AC UTILITY modeled in it. The PV power references i.e., PPV1, PPV2
 CONVERTER LINK CONVERTER GRID
and PPV3 are set as 1kW, 11kW and 12.5 kW. The value
of the PG - MAX and TSOC-MAX are set as 20 kW and 90%
respectively. A 12 V, 5 Ah battery is used in simulation
for ESS while 48 V, 12 kWh is used for PHEV battery
ESS modeling. The simulation is carried under different
RESIDENTIAL LOAD
temperature and irradiance levels and the maximum
BUCK CONVERTER
PHEV power is extracted from PV. The simulation results of all
PV ARRAY BOOST DC DC/AC UTILITY operating modes described in control algorithm are
 CONVERTER LINK CONVERTER GRID
provided.
 



 
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ESS

PHEV BUCK CONVERTER RESIDENTIAL LOAD  

  
  

Fig 4: Power flow diagram (a) Mode-A (b) Mode-B (c) Mode-C (d)  
 
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Mode-D (e) Mode-E

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IV. PEI COMPONENTS CONTROL
  
A. DC/AC Bi-directional Converter   
  

The overall charging station is coupled to the UG via a 



 





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bidirectional converter. In converter topology, a

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proportional Integral (PI) controller based on hysteresis 

current control strategy is employed to control the active  

power as shown in figure 5. The input of PI controller is
  
the error measured between the reference and actual
values of the active power. The PI controller tries to
minimize the error in order to adjust the desired active
power.
B. DC/DC Boost Converter
The control scheme for DC/DC boost converter
is described in figure 6. To track the MPP of the PV, a
single boost stage is used to boost the PV voltage. IPV
and VPV are used to calculate MPP error denoted as “s”.
The MPPT error is calculated using incremental
conductance algorithm. The DC/DC converter is
controlled by proportional integral derivative (PID)
controller. The PID controller tries to minimize the
MPPT error. The output of PID represents the variation
in duty cycle.

  

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Fig 7: Matlab Simulink outputs for mode-A (a) PLOAD (b) PC (c) PESS
(d) PPV (e) PPHEV (f) PG
Figure 7-13 shows the result of output powers of CS
modules in various operating modes. Figure 7 explores
the results of mode-A. Mode-A lies in the interval
between 0-6 Hrs. As shown in figure 7 (d), PV power is
less than 1kW, all the power required for PHEV charging
is provided by a grid (figure 7 (b)). For this interval, the
RL and load on UG are shown in figure 7 (a) and (f)
which is less than PG-MAX (i.e., 20 kW). Figure 7 (e)
shows the power delivered to PHEV. The spikes
resembles that PEI adjusts the power to 12 kW after
every hour. As ESS does not have any role in this mode,
therefore, its power is zero as illustrated in figure 7 (c).
 The simulation results of mode-C are displayed in an excess power, therefore, there is no need to take
figure 8. This mode appears between 6-6.5 Hrs. The power from ESS.

simulation is performed taking slope change in 


 

 


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irradiance level, therefore the PV power output

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increases with a certain slope. From figure 8 (d), the PV  

output power gradually increases to 5 kW greater than  

 
     
   
PPV1 but less than PPV2. All the power generated by PV 
is fed to PHEV charging (i.e., 5 kW) while the  
 
 

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remaining power is provided by a grid via DC/AC
 
converter (i.e., 7 kW) as shown in figure 8 (b) and (d).
Figure 8 (a) and (f) concludes that the RL is 8.5 kW and   
 
   
 
   
the overall load on the grid is less than 20 kW. Figure 8  

  
 
(c) is revealed that the ESS does not play active role in  

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this mode and its power is zero. This mode is repeated at  
the interval 18.5-19 Hrs as shown in figure 9. The
results are comparatively same as in figure 8, except 
 
   

 
   
slight variation in RL and load on the UG. 
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 Fig 9: Matlab Simulink outputs for Mode-C in second interval (a)
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PLOAD (b) PC (c) PESS (d) PPV (e) PPHEV (f) PG


   
 
 

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Fig 8: Matlab Simulink outputs for Mode-C (a) PLOAD (b) PC (c) PESS 
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(d) PPV (e) PPHEV (f) PG
Fig 10: Matlab Simulink outputs for Mode-D (a) PLOAD (b) PC (c) PESS
The simulation results of Mode-D is shown in (d) PPV (e) PPHEV (f) PG

figure 10. This mode lies between 6.5-7 Hrs. From 


 
 
 
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figure 10 (d), the PV power steadily increases and  

exceeds from PPV2. In this stage the PV generates 12 kW
 
of power which is equal to PHEV charging demand.            
Thus, all the power generated by PV is given to the 
 
 
PHEV and no power is taken from the UG and its power  
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reaches zero as shown in figure 10(b). It is easily  

understandable from the figures 10 (a) and (f) that the
  
RL is around 8.7 kW and the overall UG demand is less            
than PG-MAX. Like other modes, there is no need of ESS,  



  

 
so its output power is still zero as shown in figure 10 (c).
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This mode reappears at the interval 18-18.5 Hrs as  

shown in figure 11. The results are quite same as that of
 
figure 10 but somewhat variations in the RL, converter
output power and overall load on the UG.
Figure 12 describes the simulation results of Mode-
E. This mode covers an interval 7-18 Hrs. During this
interval, the irradiance level is sufficiently increased
such that the PV generates power more than PPV3 as
shown in figure 12 (d). The figure 12 (b) explains that
the power is sent to the UG side through DC/AC
converter. Furthermore, in this mode, the RL varies
from 10-14 kW and the excess power is sent to UG as
shown in figure 12 (a) and (f). The references are
generated in such a manner that PV first satisfies the
PHEV battery demand and then RL and UG. As there is
           

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Fig 11: Matlab Simulink outputs for Mode-D in second interval (a)
PLOAD (b) PC (c) PESS (d) PPV (e) PPHEV (f) PG
Mode-B simulation results are plotted in figure 13. This
mode starts from 19 Hrs to midnight. From figure 2, at
this interval the irradiance level is zero, the PV does not
generate any power as displayed in figure 13 (d). On the
other side, figure 13 (a) and (f) represent that this
interval contains peak RL and the overall demand on the
UG (PL+PC) exceeds the maximum rating of the grid.
Therefore, it is essential to take power from ESS. The
load demand is shared between the UG and ESS. The 20
kW load is applied to the UG and the remaining load is control based on the sensing of PV output power is
satisfied by ESS to keep the UG stable as shown in presented. A smart power exchange environment among
figure 13. the PHEVs, PV and the UG is described by considering
different modes of operation. The smart charging

  lgorithm allows the charging of the PHEVs using





  maximum energy from solar with a special battery
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management system. The proposed CS facility in a
parking place offers several advantages such as green
environment and low maintenance cost. Therefore,
    
     
 charging a PHEV using PV power is one of the
smartest choices. PV based PHEVs charging facility



  presented in this paper also delays the upgradation of
 
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 distribution transformers with the increase in PHEV

  loads. The effectiveness of proposed CS facility has been
confirmed by simulations done in Simulink.
  
    
     
 ACKNOWLEDGMENT


   Thanks to COMSATS Institute of IT, Abbottabad,
 
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 Pakistan for facilitating us in the completion of this

  research work.

 
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#$ 
#$
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This paper presents a PHEVs CS facility by using a - Pakistan, 2014.
combination of PV system and smart charging modes. A