19236 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 23, NO.
10, OCTOBER 2022
Fuzzy Logic Strategy for Priority Control of
Electric Vehicle Charging
George Cristian Lazaroiu , Senior Member, IEEE, and Mariacristina Roscia , Member, IEEE
Abstract— The study of future scenarios where transport
systems are highly based on electric propulsion constitutes a key
point for the world sustainable development. In particular, the
integration between electric vehicles and smart grids makes pos-
sible reaching new goals on energy savings, efficiency of energy
generation and distribution. This paper proposes a controller
integrated into the electric vehicle, based on fuzzy logic, providing
the car user with the necessary information regarding the
charging/discharging stations located nearby. In particular, for
each station a priority level is reported, representing the degree
of economic convenience/necessity that the user has in using this
charging station. The final objective is to easily integrate a fleet of
electric vehicles into smart grids with users willing to charge and
discharge their electric vehicles during periods and modalities
that highly favors the smart grid operation, energy savings, and
economic efficiency for the car owners.
Index Terms— Controller, electric vehicles, fuzzy rules, smart
cities, sustainable development.
I. I NTRODUCTION
T HE transportation sector is one of the major sources of
pollution, as well as one of the most energy-intensive
sectors linked to human activity. For reducing the environ-
mental impact, new solutions for transportation systems were
proposed and introduced to the market, like the electric vehi-
cles (EVs). The growing diffusion of this type of vehicles has
led to investigate their potential for energy savings, as well
as for integration with other rapidly developing technologies,
like renewable energy sources (RESs) and smart grids (SGs).
A neuro-fuzzy controller for controlling the cruise to main-
tain constant time between two semiautonomous vehicles is
proposed and implemented in [1]. The fuzzy logic is used for
routing path algorithm of electric vehicles accounting for car-
bon emissions with centralized control difficult to implement
for different drivers [2], price sensitive EV charging scheduling
in regulated market from the perspective of charging station
operators [3], appropriate pricing rates for EV charging to
accommodate drivers economic convenience [4]. Fuzzy logic
controllers at charging station and at distribution bus levels
implemented to realize the management of energy flows are
Manuscript received 28 August 2021; revised 31 December 2021; accepted
14 March 2022. Date of publication 31 March 2022; date of current version
11 October 2022. The Associate Editor for this article was J. Catalão.
(Corresponding author: George Cristian Lazaroiu.)
George Cristian Lazaroiu is with the Department of Power Systems, Uni-
versity POLITEHNICA of Bucharest, 060042 Bucharest, Romania (e-mail:
cristian.lazaroiu@upb.ro).
Mariacristina Roscia is with the Department of Engineering and
Applied Sciences, University of Bergamo, 24044 Dalmine, Italy (e-mail:
cristina.roscia@unibg.it).
Digital Object Identifier 10.1109/TITS.2022.3161398
1558-0016 © 2022 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See https://www.ieee.org/publications/rights/index.html for more information.
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proposed in [5]–[7]. A fuzzy-logic power flow controller is
proposed to limit the impact of the plug-in electric vehicles
on the mains supply in [8]. Fuzzy logic controller designed for
charging/discharging electric vehicles at various buses in a test
system such that to realize voltage control and peak shaving is
proposed and implemented in [9]. A fuzzy logic proportional-
integral controller is implemented in an islanding microgrid
to control the storage systems and electric vehicles to tackle
the frequency regulation challenge [10]. Fuzzy logic controller
is proposed to control the vehicle-to-grid exchanged power to
avoid voltage oscillations in the grid supplying the electric car
in [11].
Fuzzy logic controllers at distribution network level and at
charging stations level to control the exchanged power between
electric vehicles and multiple charging stations and to analyze
the impact of communications are implemented in [12]. The
electric vehicles connected in an electrical grid managing their
charging time and supporting the mains supply through their
storage energy function of electricity price in presence of fuzzy
controllers is proposed in [13]. A fuzzy logic controller for dis-
tributing the aggregated power of electric vehicles among these
ins a vehicle-to-grid charging strategy is applied in [14]. Fuzzy
logic controller, for power distribution between the energy
sources of a plug-in hybrid electric vehicle, to determine the
best operating point of each component, to meet the driver’s
demand and to maintain the state-of-charge within admissible
limits is proposed in [15]. Controller based on fuzzy logic for
a fleet of electric vehicles in a distribution system considering
mains supply voltage profile and the electric vehicles state-
of-charge is implemented in [16]. The fuzzy logic controller
ensures peak shaving, avoiding under voltages and realizing
share charging among the vehicles in the grid with distributed
generators. An analysis of impact of fuzzy logic controller,
used for power sharing among engine and electric machine
in a hybrid electric vehicle, on battery lifetime and fuel
economy is conducted in [17]. The authors use the state-of-
charge level, the electric motor torque and temperature for the
rule-based strategy, reducing the fuel consumption and battery
capacity losses. A comparison of fuel economy of three hybrid
power systems and two adaptive energy management systems
of plug-in hybrid commercial logistic vehicles is carried on
in [18]. The fuzzy logic controller energy management system
has as inputs the state-of-charge and required power, while the
output is the engine power.
A fuzzy logic controller implemented for a plug-in hybrid
electric vehicle with inputs the battery state-of-charge, drive
cycle power, and the unintentional switching on/off of the
LAZAROIU AND ROSCIA: FUZZY LOGIC STRATEGY FOR PRIORITY CONTROL OF ELECTRIC VEHICLE CHARGING
internal combustion engine, is proposed to integrate the
vehicle-to-home and home-to-vehicle capabilities in [19].
Fuzzy logic energy control for realizing power sharing
between batteries and ultracapacitor in a hybrid electric vehicle
is proposed in [20]. A fuzzy logic controller with demanded
power, derivation of demanded power and battery state-of-
charge and implemented for a fuel cell-based hybrid electric
vehicle for the energy management system of the installation is
proposed in [21]. An intelligent energy management system
with fuzzy logic controller of a hybrid electric autonomous
vehicle to modify its torque function of battery state of charge
and throttle signal of the motor is proposed in [22]. A fuzzy
logic control for gear shifting and power management between
combustion engine and electric motor was applied on a plug-in
hybrid electric vehicle through simulations in [23]. The power
management of a battery-supercapacitor system coupled with a
permanent magnet synchronous motor to ensure through fuzzy
logic controller an optimal load power sharing is proposed and
analyzed in [24].
The current paper is proposing a controller on the
“end-user side”, based on fuzzy logic integrated within the
electric vehicle. Based on the information from charging
stations (costs, charging time, etc.), the end user can evaluate,
function of the necessities, to each charging station to head.
The current paper deals with the charging strategies function
of management, of optimizing in choosing the charging station
most suitable for the vehicle based on the distance and choices
of the user, efficiently contributing to the management of the
charging and discharging processes and power exchanges with
the mains supply. In this paper, in addition to the variables
bus-voltage and state of charge (SoC), the choice exercised
by the vehicle owner function of some determining factors is
considered, as:
• the maximum price that the user is willing to pay for
charging the EV, Pcmax ;
• the minimum price that the user is willing to receive for
discharging the EV to support the grid, Pdmax ;
• the minimum SoC that the user is willing to reach when
the EV interfaces with the mains supply, SoCmin .
The proposed controller design, with the help of fuzzy logic,
was implemented in a straight manner in Matlab/Simulink.
The membership functions used in this paper are triangular
and trapezoidal ones. The controller efficiency is demonstrated
by the conducted case studies. The controller could be in
the future integrated with genetic algorithms and applied to
electric vehicles and choosing the charging station within the
vicinity, function of prechosen parameters and imposed within
the on-board navigator.
II. F UZZY L OGIC FOR C HARGING E LECTRIC V EHICLES
Some traditional control strategies for electric vehicles are
based on monitoring variables and using the Boolean logic to
determine operating parameters, defined with pre-established
fixed threshold values. For example, switching to traditional
supply when the SoC decreases below a certain value and
commuting to battery when SoC increases over a certain value
in hybrid vehicles.
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19237
Fig. 1. Key role of fuzzy logic.
The classification of a variable with fuzzy logic allows
a different approach, more qualitative than quantitative. The
fuzzy logic allows passing from one class to the adjacent ones,
not fixed but fuzzy, more closely to the human behaviour. This
consideration determined the use of fuzzy logic. The black box
of Fig. 1, which represents what is between the input space and
the output space, can contain linear systems, neural networks,
differential equations, and many others. The advantage of
using the fuzzy logic is represented by the possibility for
automating the process of decision making, finalized with opti-
mizing the operating conditions. This is in general managed
by human operators based on their knowledge and experience,
through a modeling system used for representing the vague
nature and not precisely quantifiable of expressions used for
human reasoning. Ideally would be to have all information
that characterize the optimum choice: speed limits, territory
topography, street layer characteristics, traffic situation, state
of charge of the battery, etc. The proposed strategy accounts
for the power demand and other information obtained in real
time like SoC, analysis of the driver commands, efficiency,
variation of the charging price etc. The control system evalu-
ates all incoming parameters and decides how to choose the
charging point among more charging stations, such that to
realize an optimum choice function of all input variable like
distance, price, SoC, etc. In this way the energy flows with
the upstream grid could be optimized.
III. P ROPOSED C ONTROLLER D ESIGN
Many analyses of EVs’ operation in the distribution system
made the hypothesis that, at given time instant, the fleet of
EVs is connected to the mains supply. However, in a real
case, a peak of production or demand can occur at a random
time instant. The question to answer is how to make the fleet
of EVs, which could help in peak shaving, to be connected
to the mains supply at that time instant? The fact that a fleet
of EVs is connected to the mains supply depends on a large
number of variables, and the displacement of the EVs can also
be considered random.
In addition to the study and the forecast of EVs move-
ment, there is also the possibility to incentive/discourage
users heading towards the charging stations by providing real-
time information on the distance, and on the current and
forecasted charging/discharging prices. By using also the data
concerning the SoC, the onboard computer capable to provide
the aforementioned information can constitute a tool able,
if not to govern, at least to heavily address user behavior.
The assumption that there are no cyber threats in the network
to influence the decisions is made [25].
The proposed FLC integrated in the satellite navigator of
the electric vehicle is delivering to the user indications on
19238 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 23, NO. 10, OCTOBER 2022

The source of these input variables changes function of the

variable. The SoC and D are internal data of the electric
vehicle, while Pc and Pd are data to be provided instant
by instant by the station owner.
1) Distance Variable: The variable D represents the dis-
tance, in [km], between the current location of the electric
vehicle and the position of the charging station. The distance
is calculated based on the route length showed by the satellite
navigator equipping the electric vehicles. Two operating cases
can be considered function of the user imposing or not a
navigation route. Former, the on-board computer knows the
Fig. 2. Layout of proposed fuzzy logic controller.
route chosen by the user and the distance between electric
vehicle and charging station. In addition, the distance between
the charging stations available nearby. In particular, for each
a random point of the ongoing itinerary and the charging
charging station a priority level “priority”, P, is signalled,
station can be considered: a charging station located distantly
representing the degree of economic convenience and oper-
at a certain moment, will become a nearby station during the
ation necessity that the user has in heading towards the
navigation route and can represent a possible charging station
charging station. The final purpose is to make a fleet of
for the user. Lastly, as on-board computer does not know the
electric vehicles integrating in a virtuous manner in a smart
route chosen by the user, the considered distance is the one
grid. The user would be headed to charge and discharge
that instant to instant is between the location of electric vehicle
their vehicles at time instants and modalities to support the
and position of charging station.
electric network, that determine energy savings and economic
The distance D is determined by the navigator for a set
advantages for the end users. Thus, the probability for two
of charging stations, resulting in a plurality of distances. The
vehicles to be at the same distance, with the same state of
question to be answered is: for which charging station, the
charge, same requests and constraints is limited. However, the
distance D as input for the controller should be evaluated
controller would be integrated with the reservation system for
considering all other input variables? Hence, the distance D
the charging station and with the control system of the car
to be considered in determining the priority P must fulfill a
and the internet application. This typology of procedure is fast
constraint on maximum admissible distance. The parameter
and the user, in few instants, can know if the made reservation
for the maximum permissible distance is denoted Dmax and
is successfully concluded. The FLC is used to reproduce the
considered as 5 km. This value is considered to be reason-
objective “answer” of an EV user when it is demanded: which
able for cities, providing priority information to the user.
degree of attractivity would you give to this charging station in
An electric vehicle user would hardly find reasonable heading
the current case? The degree it is supposed to be expressed in
to a charging station located more than 5 km away. For a
a normalized range between zero and ten, where zero represent
charging station located far away, even with very advantageous
lowest attractivity and ten the highest. For objective judgement
charging/discharging rates, it would be not reasonable for the
or answer, only operation convenience is considered, and not
user to deviate from the chosen itinerary. In addition to a
sympathy towards an EV operator. The proposed fuzzy model
maximum admissible distance, a minimum admissible distance
is a human objective simulator, a decision-making process with
Dmin was chosen as 0.1 km. This lower limit was chosen
elements weighted and reported among them for support to the
considering that 0.1km is a distance such that, if there is
specific EV user.
a charging station nearby, the user would already be aware
Thus, the user is continuously informed on the degree of
of it. This nearby station would be already signaled and
economic convenience/operation necessity that has in heading
at 0.1km the user would have this location in his visual
towards a nearby charging station and can decide based on own
field.
requirements, which often coincides with the requirements of
The input variable D and its max/min levels are used to
electrical grids.
define the relative membership function. As shown in Fig. 3,
The design of the fuzzy set requires establishing the input
the range [Dmin , Dmax ] has been divided into three fuzzy sets
and output variables. Four input variables were defined,
represented by the membership functions Short, Medium, and
respectively:
Long. Two trapezoidal and one triangular curves were chosen,
• distance (D);
symmetrical with respect to the range of D. The subdivision
• state-of-charge (SoC);
has the following characteristics: starting from the minimum
• variation of the charging price Pc ;
limit of 0.1km, the membership function Short extends up to
• variation of the charging price Pd .
2.06km, but overlaps with the membership function Medium
A single output variable was defined, respectively the priority at 1.08km. The membership function Medium extends up to
P. Fig. 2 illustrates the layout of the fuzzy logic controller. 4.02km, but overlaps with the membership function Long at
3.04km. The membership function Long extends up to 5km.
A. Input Variables The fact that the membership functions overlap, that is that
The input variables are the required data for the controller there are no well-defined outlines, is very representative of
for the fuzzy inference process to generate the output variable. the concept of fuzzy sets that underlies the fuzzy logic.

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LAZAROIU AND ROSCIA: FUZZY LOGIC STRATEGY FOR PRIORITY CONTROL OF ELECTRIC VEHICLE CHARGING
Fig. 3. Membership functions for D.
Fig. 4. Membership functions for SoC.
2) State of Charge: The variable SoC is expressed in per-
centage of the available residual energy. The variation interval
for this variable is established based on practice operating
assumptions. The maximum value SoCmax is 100%, while the
minimum limit SoCmin was established at 5%. A minimum
limit of 0% would not make sense to be considered, as in that
instant, the EV would not have the required energy for heading
towards a charging station. The variation interval [SoCmin ,
SoCmax ] was divided into three fuzzy sets represented by the
membership functions: Low, Medium, and High, as illustrated
in Fig. 4. The two trapezoidal and one triangular curves are
symmetrically located with respect to the SoC range. Starting
from the minimum limit of 5%, the Low membership function
extends up to 43% and it begins to overlap the Medium
membership function at 24%.
The Medium one extends up to 81%, but begins to overlap
the High membership function at 62% and then extends to the
maximum limit of 100%.
3) Variation of the Charging Price: The variable Pc is
measured in percentage and is expressed as:
Pc = (Pcmax − Pc )/Pc · 100,
where Pcmax is the maximum charging price that the user
is willing to accept and Pc is the charging price offered
by the station owner at a given time instant. As previously
defined, Pc represents the standardized difference, expressed
as percentage between the maximum charging price the user is
willing to accept and the charging price offered by the station
owners. Therefore, the user is charging the EV at an energy
price that leads to economic savings higher the value of Pc .
The variation of Pc is between Pcmax , equal to 30%,
and Pcmin , equal to 1%. The maximum limit was chosen
considering that Pc depends on the fluctuations of Pc and,
in particular, of the Pcmax chosen by the user. This latter
value depends on the free choice of a user and could vary
substantially. The 30% value was chosen considering for
price volatility and the limit values. However, in most cases,
it will be difficult to reach values close to this maximum.
The minimum limit of 1% was set for excluding the 0%
values, as the economic advantage for the customer would
miss and the operation of fuzzy logic controller would not be
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19239
Fig. 5. Membership functions for Pc .
TABLE I
PART OF THE S ERIES W ITH R EPETITIONS OF L INGUISTIC VALUES
required. The variation interval [Pcmin , Pcmax ], was divided
in three fuzzy sets represented by the membership functions
LowPositive, MediumPositive, and HighPositive, as illustrated
in Fig. 5. Starting from the minimum limit of 1%, the
LowPositive extends up to 12.6% and begins to overlap the
MediumPositive at 6.8%. The MediumPositive extends up to
24.2%, but overlaps the HighPositive at 18.4% and then
extends to the maximum limit of 30%.
4) Variation of the Discharging Price: Analogous definition
can be made also for the variable Pd , expressed as
Pd = (Pd − Pdmin )/Pd · 100,
where Pdmin is the minimum discharging price that the user
is willing to accept, and Pd is the discharging price offered
by the station owners at a given time instant. The user
can discharge the EV at an energy price that is economic
advantageous as higher the value of Pd . The interval of
variation [Pdmin , Pdmax ] and membership functions of these
variable are similar with those of Pc , as illustrated in Fig. 6.
B. Output Variables
The output variable is the priority P. The variable P [%]
represents the degree of economic convenience/necessity of
the user heading to a certain charging station. The variation
interval of the priority variable P was set between 100% and
0%. The variation interval [Pmin , Pmax ], was divided into three
fuzzy sets represented by the membership functions: Low,
Medium, and High, as shown in Fig. 7. Two trapezoidal and a
triangular curve were chosen, symmetrical with respect to the
variation interval of P. Starting from the minimum value of
0%, the Low membership function extends to 40%, superpos-
ing to Medium one at 20%. The Medium membership function
extends to 80% and superposes to High membership function
at 60%, and then extends to the maximum limit of 100%.
C. Fuzzy Rules
The fuzzy rules are the core elements of the fuzzy controller.
These rules define the way in which the controller manages
19240 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 23, NO. 10, OCTOBER 2022
Fig. 6. Membership functions for Pd .
Fig. 7. Membership functions for P.
the input variables and determines the output variable value.
In the first stage, the number of fuzzy rules for covering all
operation cases and for managing the fuzzy controller reaction
in a predictable way to all possible cases was defined. The total
number of fuzzy rules is N F R = Nc1 × Nc2 × . . . × Nc j , where
N F R is the number of fuzzy rules and Nc1 , Nc2 , . . . , Nc j are
the numbers of membership functions for each input variable.
For the current case, the set of 81 fuzzy rules is defined as
N F R = NcNv , and Nv is the number of input variables.
For defining the fuzzy rules, an explicit writing of all ele-
ments of the series with repetitions is required. Table I reports
a part of the list of elements of the series with repetitions,
which represent all possible configurations of linguistic values
that input variables may assume.
The rule editor is formulating the fuzzy rules. The fuzzy
rules to be defined where the ones that have in precedency
the union of fuzzy sentences and input variable and thus,
as consequence, a sentence fuzzy for a unique output variable.
The type of fuzzy rule chosen to be used has the following
expression:
“If (D is Short) and (Pc is LowPositive) and (Pd is
LowPositive) and (SoC is Low), then (P is Average)”.
In addition, to each fuzzy rule a weight equal to 1 was
assigned. Thus, all the fuzzy rules have the same importance in
determining the output value. For reporting in fuzzy terms the
operator “and” and the fuzzy inference “then”, the “minimum”
function was chosen.
The fuzzy rules were defined based on the operation of
smart grids with electric vehicles, on the constraints to be
fulfilled, and on the necessities to satisfy for the safe operation
of entire systems. The applied base principles are:
• as D decreases, P increases: this is intuitively as shorter
the distance between the EV and charging station, the
higher will be for the user the convenience to reach this
station as less energy will be consumed, regardless of
prices and SoC;
• as SoC decreases, P increases: regardless of prices and
distance, the user must be protected against the risk of
remaining without available energy;
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• as Pc increases, P increases: as the advantage on the
charging price augments, regardless of the distance and
SoC, the utility of the user heading towards charging
station increases;
• as Pd increases, P increases: as the advantage on the
discharging price augments, regardless of the distance
and SoC, the utility of the user heading towards charging
station increases.
Once the variable and fuzzy rules were defined, the design
of the fuzzy logic controller can be considered completed.
The method chosen for aggregating the outputs of the fuzzy
rules is the “maximum” function and the method used for
defuzzification is the barycenter method.
IV. C ONTROLLER T ESTS AND S IMULATIONS
The simulation model was built around the main “Fuzzy
Logic Controller (FLC)” block which integrates the newly
designed FLC, as shown in Fig. 8. The block was created as a
simulation environment suitable to provide instant by instant
to the FLC the data corresponding to the input variables and
to store the data corresponding to the output variable.
A. Model Description
The input variables, whose data are stored in an external file,
are submitted to the controller. This file contains the simulation
time T expressed in seconds, as well as the D [km], Pc [%],
Pd [%], SoC [%]. As illustrated in Fig. 8, first of all there
is the block assigned to provide instant by instant the data
corresponding to the four input variables.
The four input variables are multiplexed into a single vector
entering the fuzzy logic controller. The input variable signals
are also sent to a conditional block that implements an if -else
logic. Considering generic inputs u1 , u2 , u3 , and u4 , the block
has the conditions:
(u 1 ≥ 0.1 & u1 ≤ 5) & (u 2 ≥ 1 & u 2 ≤ 30)
&(u 3 ≥ 1 & u3 ≤ 30) & (u 4 ≥ 5 & u 4 ≤ 100)
Thus, these expressions constraint the execution of the sub-
system “If action subsystem 1” to all variables having values
within the ranges set during the design phase of the FLC. If an
out-of-range value arrives at the controller, the output value is
a random one or a meaningless value for the operation of
the system, as the functioning of the controller would become
unpredictable. If an out-of-range value arrives at the controller,
the returned output in that time instant is filtered as it is has
no meaning.
The “Merge” block has the function of unifying the sig-
nals coming from the two subsystems, executed alternately.
As shown in Fig. 8, the “subsystem 1” is executed when the
If condition of “block 1” is fulfilled, while the “subsystem 2”
is executed on the contrary. Thus, at a time instant, all input
variables are within the imposed ranges, “subsystem 1” is
executed, while if a single variable are exceeding the range
“subsystem 2” is executed. The two subsystems have as inputs
the same signals: the output of the controller and the signal
Pnull [%] (a constant signal of value 0).
LAZAROIU AND ROSCIA: FUZZY LOGIC STRATEGY FOR PRIORITY CONTROL OF ELECTRIC VEHICLE CHARGING
Fig. 8. Block diagram representation of the simulation model of EV charging with FLC.
As shown in Fig. 8, the system operates as:
• If at a given instant, the condition of block “If ” is
fulfilled and the output of the controller is valid, the
“subsystem 1” is executed. The input for the block
“Merge 1” is the output of the controller with the valid
P outgoing from “subsystem 1” and this one is sent to
its output. In the same time, the signal outgoing from
“subsystem 1” is a signal Pnull entering the “Merge 2”
block. Thus, in this condition, the output of block “Merge
1” is Pok , while the output of ‘Merge 2” is Pnot −ok .
• If at a given instant, the condition of block “If ” is not
fulfilled and the output of the controller is not valid,
the “subsystem 2” is executed. The input for the block
“Merge 2” is the output of the controller with the non-
valid P outgoing from subsystem 2 and this one is sent
to its output. In the same time, the signal outgoing from
subsystem 2 is a signal Pnull entering the “Merge 1”
block. Thus, the output of block “Merge 2” is Pnot −ok ,
while the output of ‘Merge 1” is Pnull .
This type of system was required as, if at a given instant
a subsystem is not executed, for the intrinsic operation of the
block, its output would be equal to the previous step. Thus,
the output of the subsystem would be a false value of P, that
does not highlight the real input conditions. When a subsystem
is not executed, the output of block ‘Merge” is a null value
highlighting the not-validity of the output at that instant. Thus,
the system previously described determines the output of block
“Merge 1” the values Pok when the variation constraints are
fulfilled, and Pnull when these constraints are not respected.
Vice versa, the output of block “Merge 2” are the values
Pnot −ok when the variation constraints are not fulfilled, and
Pnull when these constraints are respected.
The output variables Pok of the block “Merge 1”, respec-
tively Pnot −ok of the block “Merge 2”, are stored for future
manipulation. The “If ” block also offers the possibility to
expand the simulation capacity of this proposed model.
By modifying the “if expression”, the user has the possibility
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19241
to reduce the range for the input variables. This allows
to consider the case when the user is interested in having
advantageous price higher than 15%. Thus, Pc and Pd
vary from 15% to 30%, instead from 1% to 30%. To simulate
the operation of the controller under these conditions it is
sufficient to modify the “textit if expression” as:
(u 1 ≥ 0.1 & u1 ≤ 5) & (u 2 ≥ 15 & u 2 ≤ 30)
&(u 3 ≥ 15 & u3 ≤ 30) & (u 4 ≥ 5 & u 4 ≤ 100)
The same operation can be done for other variables to
accommodate all possible operating cases.
The input variables are combined in a structure with time
step of 1 second. Thus, the simulation is done in discrete
environment with fixed time step.
A fixed-step solver, i.e. with a constant step, and a discrete
type one, which solves the model at regular intervals of time
from the beginning to the end of the simulation were chosen.
The characteristics of the solvers are well coupled with the
structure of the data set provided in input (Table II) which
in fact is organized according to a discrete time structure
with time steps of 1 s. Consequently, always within the
configuration parameters, a step size of 1 s was chosen.
Finally, the simulation start time has been set to 0 s, while
the simulation end time varies according to the type of test to
be performed.
The first test is aimed at analyzing the functioning of the
FLC in the most extensive and complete way possible to verify
that it reacts in a predictable way in all situations and does
not have unexpected behaviors. To this end, it was decided
to provide a set of data that covers the set of all possible
combinations of values that the FLC can receive as input.
B. Tests
Tests were carried on to analyze the correct operation of the
controller by combining all input variables based on the data
reported in Table II.
19242 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 23, NO. 10, OCTOBER 2022

TABLE II
VALUES FOR THE I NPUT VARIABLES

Starting from these data set, four simulations were carried

on by:
• decreasing the values of D;
• decreasing the values of SoC;
• increasing the values of Pc ;
• increasing the values of Pd .
As illustrated in Fig. 9, the values of P increase as D
decreases, considering all present oscillations determined by
the continuous spacing of the other variables inside their own
ranges. As SoC is decreasing, the priority P is increasing.
The variation of P is less evident as the fuzzy rules were built
considering D as priority variable for determining P. As SoC
decreases, a higher density of P values in the upper part of its
variation range occurs. This trend is determined by evaluating
a system dependent on four variables. As the price advantages
Pc and Pd increase, the density of values in the upper
part of P range increases. In conclusion, the test demonstrated
that the fuzzy controller operates in the correct way over all
possible combinations of input values.
1) Test With Values Out of Range: This test analyzes how
the proposed model operates when there are input values that
do not fulfill the range established during the design phase.
The values for the input data are reported in Table III. Fig. 9. Variation of valid priority P function of the input variable.
The data reported in Table III was randomly generated,
with a value for each variable out of range. It can be seen network or function of extraordinary events, for encouraging
that at every time instant when a value out of range occurs, or discouraging users to direct towards a charging station.
the obtained value for P is filtered. This value is stored as During the current tests, the variations of Pc and Pd are
Pnot −ok . Instead of the value not valid for P, in the column not based on real values, but were alternatively increased or
Pok is memorized a cero value. This proves that at the ana- maintained constant. Thus, the incidence of each input variable
lyzed time instant, the fuzzy controller did not return a valid on the operation of fuzzy logic controller and determination
value. of P is investigated. For example, when an electric vehicle
2) Tests With Quasi-Realistic Variations of Input Variables: is approaching a charging station, the variables which are
The tests conducted for investigating the correct operation varied are:
of the fuzzy logic controller and the results were previously
• D linearly decreasing;
presented. Further, the evaluation of the controller operation
• SoC linearly decreasing;
when two or three variables are varying is conducted. This is
determined by the variation of these variable sin real practice. • Pc and Pd alternatively increasing or maintained
The hypothesis of a realistic trend for the distance D is highly constant.
dependent on the type of routing for the electric vehicle and Hence, in the simulation results reported in this section,
the driving style of the user. The SoC is always decreasing with the variables are varied two or three simultaneously. First,
a ramp dependent on the route and driving style. The trends the hypotheses that the vehicle was moving on a mix route
for Pc and Pd are based on the costs of electrical energy, urban/extra-urban and the average velocity was 29 km/h was
varying daily and yearly. The time variation of price variables made [26]. Starting from this data, a linear increase or decrease
will be in correlation with load demand in the electrical trend for D was established. For the SoC variation, a real

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LAZAROIU AND ROSCIA: FUZZY LOGIC STRATEGY FOR PRIORITY CONTROL OF ELECTRIC VEHICLE CHARGING 19243

TABLE III
I NPUT AND O UTPUT D ATA FOR T ESTING THE O PERATION W ITH VALUES O UT OF R ANGE

Fig. 10. Results obtained in the case study 1. Fig. 11. Results obtained in the case study 2.

practice electric vehicle was chosen as basis for the autonomy.

The autonomy declared by the manufacturer is 270 km. The
discharge of the vehicle was considered linear with distance,
and the SoC (percentage of energy used by the vehicle
approaching the charging station) was obtained. Hence, the
linear decreasing trend for SoC was achieved.
Four simulations, with the vehicle heading towards the
charging station, were carried on. In this case, the distance
is linearly decreasing, the SoC is linearly decreasing, while
Pc and Pd linearly increase or remain constant. The four
case studies are:
1) D and SoC linearly decreasing, Pc linearly increasing,
Pd constant;
2) D and SoC linearly decreasing, Pc and Pd constants;
3) D and SoC linearly decreasing, Pc and Pd constants,
but with a value for Pc much higher than in case 2);
4) D and SoC linearly decreasing, Pc linearly increasing,
Pd constant, but with an initial value for SoC much
higher than in case 1).
In the case study 1), the distance D linearly decreases from
Dmax to Dmin , SoC decreases linearly from 20% to 18%,
Pc increases linearly from Pcmin to Pcmax , while Pd
is constant at 3%. Fig. 10 shows the variations of the input
variable and of the output variable P function of simulation
time. The output P increases from 15% to 85% as D decreases
and Pc increases. The important augmentation of the priority
on the route is determined by the reduction of distance and
charging price more advantageous.
In the case study 2), the distance D linearly decreases from
Dmax to Dmin , SoC decreases linearly from 20% to 18%,
Pc is constant at Pcmin , while Pd is constant at 3%.
Fig. 11 shows the variations of the input variable and of the
output variable P function of simulation time. The output P
Fig. 12. Results obtained in the case study 3.
increases from 15% to 50% as D decreases, but remains at
a value much lower with respect to case study 1). This due
to the Pc remaining constant at Pcmin . The results show
the influence of Pc on the priority compared to variation
of D. The distance is decreasing but the prices is not becoming
economically advantageous during the driving period, as in the
case study 1) and the priority reaches and remains at a much
lower value.
In the case study 3), the distance D linearly decreases from
Dmax to Dmin , SoC decreases linearly from 20% to 18%,
Pc is constant at Pcmax , while Pd is constant at 3%.
Fig. 12 illustrates the variations of the input variable and of
the output variable P function of simulation time. The output
P increases from 50% to 85% as D decreases, but remains at a
value much higher with respect to the case study 2). This is due
to the Pc remaining constant at Pcmax , which is constant
at a value more economically advantageous compared to the
case study 2).
In the case study 4), the distance D linearly decreases from
Dmax to Dmin , SoC decreases linearly from 80% to 78%,
Pc increases linearly from Pcmin to Pcmax , while Pd is

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19244 IEEE TRANSACTIONS ON INTELLIGENT TRANSPORTATION SYSTEMS, VOL. 23, NO. 10, OCTOBER 2022
Fig. 13. Results obtained in the case study 4.
Fig. 14. Simulations with peaks of price variables.
constant at 3%. Fig. 13 illustrates the variations of the input
variable and of the output variable P function of simulation
time. The output P increases from 15% to 50% as D decreases
and Pc increases, but rests at a value much lower with
respect to case study 2). This is due to the SoC decreasing
from 80%. Hence, the necessity to recharge the vehicle is
much lower, even if the charging price is becoming more
advantageous. The level reached by the priority P remains
at lower maximum value compared to previous cases.
The simulation results demonstrate clear adherence between
the design phase and the operation of the fuzzy controller.
In the previous case studies, the modification was mainly on
the Pc , but the results can be extended analogously for the
variation of Pd . This is due to the characteristics of these
two variables, with similar weights in the determination of P.
Small differences, determined by the prioritization of charging
price with respect to the discharging price in the elaboration
of the rules for obtaining P could occur. At parity of economic
advantages, the discharging operation is a facultative action,
while the charging (when SoC is low) is a forced necessary
action.
3) Tests With Large Values for Prices: Several tests were
carried on analyzing the operation of the fuzzy controller with
inputs high values of price variables, as shown in Fig. 14.
This type of trend for Pc and Pd can be associated in
real practice with outages in the mains supply, like failures
in generation, disconnection of distribution lines, fast demand
variations determined by the operation of air conditioning
units, or even production peaks of renewable sources due
to atmospheric conditions. The fuzzy logic controller, when
a peak of a price variable occurs, supplies a higher output
variable P. Thus, the user could direct to the charging station
and can support the affected electrical network, possibly
obtaining economic advantages.
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The simulation was carried on considering that the distance
D linearly decreases from 6km to Dmin , SoC decreases linearly
from 70% to 68%, Pc varies between a constant value of
5% and peaks of Pcmax , while Pd is always constant at
5% except when it increases to Pdmax .
The initial value of the distance in this simulation is exceed-
ing the maximum distance Dmax . This assumption was made
to test the filtering mechanism of false values of priority P
due to input variables out-of-range. During the first kilometer
travelled, the fuzzy logic controller should return as output a
null value. In addition, the distance was split in 3 km of urban
driving and 3km of extra-urban driving. In this simulation the
driving of the electric vehicle is considered to be different
compared to previous cases. Previously, the linear decrease
of the distance was based on an average speed related to a
mix driving urban/extra-urban. In the current simulation, two
distinct velocities are considered: an average velocity vmu for
urban driving and an average velocity vmeu for extra-urban
driving. The average velocity vmeu for extra-urban driving
for Italy is 47km/h [27], while the average velocity Vmu for
urban driving is 11km/h. When the distance D decreases more
rapidly, the fuzzy logic controller delivers as output a priority
P that rapidly increases.
Fig. 14 illustrates the obtained simulation results under the
made assumptions. In the first kilometer travelled, when the
variable D is out of range, the returned priority P is null.
From the second kilometer travelled, the controller operates
and generates the steps of priority P corresponding to the
peaks of Pc and Pd . The fuzzy logic controller has an
important role in directing the users towards the charging
stations during the periods with extreme events in the electrical
network. When the electric vehicle is passing to the extra-
urban travelling (the distance D is decreasing rapidly), the
priority P increases with a steep ramp-up.
V. C ONCLUSION
Nowadays, electric vehicles are more and more present in
the transportation sector due to environmental constraints and
governmental incentives. The design and operation of systems
for electric vehicles to support the synergy between these and
smart grids can lead to both economic and energy savings.
This paper deals with a controller based on fuzzy logic
capable to direct the users’ choices towards the operations
of charging/discharging in the instants mostly favorable for
distribution network support, energy efficiency and economic
advantages for the user itself. The fuzzy logic controller
informs the users, instant by instant, to which charging station
to direct and with which degree of convenience/necessity.
A local controller can be inserted in each EV for optimizing
the various decisions, considering the power system con-
straints, the battery charging necessities, allowing the user to
obtain a price for the recharging based on electricity market
information and reducing peal loads. The proposed system is
dealing with the smart charging, through an optimal choice
made with the support of the fuzzy logic controller. The smart
charging must be implemented considering the price variations
determined by the upstream network and station management,
electricity market etc., with real-time price updates and with
LAZAROIU AND ROSCIA: FUZZY LOGIC STRATEGY FOR PRIORITY CONTROL OF ELECTRIC VEHICLE CHARGING
the previous monetary flows. This would allow not only
to define a dynamic price, but to determine the users to
spread towards different charging stations with competitive
prices for helping the power system. The existing models,
based on various algorithms, for charging the EV and their
corresponding costs should be integrated in the proposed
controller that performs a non-economic analysis. The FLC
can be integrated with smart agents able to learn in time the
habits of the driver and adapting to the exigencies. The fuzzy
logic interface was chosen also because it is user friendly.
This represents a point for future researches where will be
integrated with blockchain systems. In this way, the process
flows will be managed not only based on the derivation from
charging station, but also from the cash flows of the renewable
energy sources (REScoin).
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George Cristian Lazaroiu (Senior Member, IEEE)
received the Ph.D. degree in electrical engineering
from the Politecnico di Milano, Italy, in 2006. He is
a Professor with the Department of Power Systems,
University POLITEHNICA of Bucharest, Romania.
He was the General Co-Chair of the IEEE 16th
International Conference on Harmonics and Qual-
ity of Power (ICHQP 2014) and the 2019 IEEE
PES Innovative Smart Grid Technologies Europe
(ISGT-Europe). His research interests include energy
systems development, smart cities, monitoring and
control of power quality, electricity markets, and optimization of power
systems.
Mariacristina Roscia (Member, IEEE) received the
Ph.D. degree from the University of Naples Federico
II in 2004. Since 2019, he has been an Associate
Professor for the courses of “electrical systems” and
“smart home into smart city” with the University
of Bergamo. The main research fields are electrical
systems for transport and smart grids in the presence
of distributed generation. The research activity deals
with the implementation of pilot projects related to
the creation of a smart city, and in the drafting of the
Sustainable Energy Action Plan (SEAP) of European
Commission, for the Municipality of Naples, both in participating in the
Carbon Disclosure Project (CDP) of European Commission.