IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO.
6, NOVEMBER/DECEMBER 2019
An Efficient Energy Management Approach for a
Solar-Powered EV Battery Charging Facility to
Support Distribution Grids
Viet Thang Tran , Student Member, IEEE, Md. Rabiul Islam , Senior Member, IEEE,
Kashem M. Muttaqi , Senior Member, IEEE, and Danny Sutanto , Senior Member, IEEE
Abstract—The home photovoltaic (HPV) system integrated with
energy storages can supply power to the distribution grid which
may be reliable and free from HPV intermittency effects. However,
this is always associated with the high cost of energy storages. On
the other hand, the growth of electric vehicles (EVs) in the market
has a potential to place the distribution grid in a high risk as the EV
owners may charge the EV battery on demand which may cause
an unexpected increase in the evening and power quality problems.
This article proposes an efficient energy management approach for
the HPV systems to power the electric vehicle battery (EVB) charg-
ing facility while utilizing the EVB as an energy storage system
(ESS) that can mitigate the HPV impacts and allow the growth of
HPV systems in power grids. This research is aimed for EVs that
are compatible with the dc fast charging CHAdeMO standard. The
operation strategy of the HPV-EVB charging system is designed in
such a way that the EVB is charged efficiently either by the HPV or
by the distribution grid. The proposed energy management strategy
will help reduce the unexpected peak power demand, and can help
in the implementation of the vehicle-to-grid (V2G) to improve the
stability of the grid during peak load. In addition, the EVB can
provide power to the critical loads in the home when there is a loss
of power supply from the grid. In the proposed system, the HPV,
the grid, and the EVB converters share a common dc bus. Both
simulation and experimental results show that the proposed energy
management of the HPV-EVB system can reduce the impacts of the
high penetration of EVs and HPVs on power distribution grids and
can effectively improve the self-consumption of the HPV systems.
Index Terms—Charging facility, electric vehicles (EV), local grid
support, solar photovoltaic (PV) system.
I. INTRODUCTION
HE electric vehicle (EV) has become increasingly at-
T tractive in recent years after the intensive efforts by
governments, automakers, and environmental activists [1]. EVs
Manuscript received May 11, 2019; revised July 23, 2019; accepted August 27,
2019. Date of publication September 10, 2019; date of current version October
18, 2019. Paper 2019-IACC-0575, presented at the 2018 IEEE Industry Appli-
cations Society Annual Meeting, Portland, OR, USA, Sep. 23–27, and approved
for publication in the IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS by the
Industrial Automation and Control Committee of the IEEE Industry Applications
Society. (Corresponding author: Viet Thang Tran.)
The authors are with the School of Electrical, Computer and Telecom-
munications Engineering, University of Wollongong, Wollongong, NSW
2522, Australia (e-mail: vtt595@uowmail.edu.au; mrislam@uow.edu.au;
kashem@uow.edu.au; danny.sut@gmail.com).
Color versions of one or more of the figures in this article are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIA.2019.2940923
0093-9994 © 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
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6517
can provide a holistic solution to achieve a zero consumption of
fossil fuels and consequently can reduce the air pollution and
global warming. However, by nature, EVs need to be charged
frequently using the grid power, and there are still many issues
that need to be tackled. First, if the grid power is generated using
the traditional methods, such as from the coal-fired power plants,
the emission reduction by adopting EVs is not obvious. Second,
the increasing penetration of EVs can bring negative impacts
to the local distribution grid. The high possibility of the EVs
being plugged to get charged at the same time when EV owners
arrive home from work will draw a huge amount of electricity
from the local distribution power system, which can cause
various technical issues, such as voltage regulation, harmonic
contamination, and frequency variations [2]–[6]. These bring
significant challenges to the traditional load growth planning
and management of the power utilities. Uncontrolled and un-
regulated charging can result in an unexpected peak load at a
specific time, which may exceed the capacity of the distribution
grid. Therefore, the distribution grid needs to be upgraded to
increase its capacity to meet the new demand from EV charging
[4]. In addition, the distribution grid is also facing an increasing
penetration of the home photovoltaic (HPV) systems. During
the noon time, when households consume less, the excess energy
from the HPV systems will be injected back to the feeder that can
cause voltage rise and line overload [7], [8]. The energy storage
units (ESU) are usually deployed to mitigate the impacts of the
high penetration of HPV systems [9], [10]. However, adding
an ESU to the HPV systems will incur extra cost and the HPV
owners are not always willing to invest on the ESU unless it is
subsidized by the government or by the utility companies [11].
The idea of using the electric vehicle battery (EVB) as an
energy storage system (ESS) to mitigate the intermittency of PV
systems has been proposed in recent years [12]–[14]. EVBs can
act as an ESS, that can be charged from the solar PV when there
is excess power and can inject power to the grid when needed.
The EVBs can help to limit the voltage rise problem at midday
by taking power from the HPV systems and hence can contribute
to the increase of HPV penetration level in the distribution grid
which would otherwise be limited by the high HPV penetration
problems. The concept of utilizing the EVB for supporting the
electric grid during peak demands is also becoming increasingly
attractive in recent years. The peak load reduction by using EV
 6518 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO. 6, NOVEMBER/DECEMBER 2019
Fig. 1. Typical solar charging infrastructure for electric vehicles.
battery and solar PV energy has been proposed in [15], [16].
I. Sengor et al. [15] proposed the optimal energy management
strategy for using EV batteries at the parking lots to help reduce
the peak load-based demand response programs. The proposed
power management algorithm is to maximize the load factor
during the daily operation of the EV parking lot considering the
arrival and the departure times of EVs. K. Mahmud et al. [16]
presented an improved algorithm for the commercial peak load
management using EVs, battery systems, and photovoltaic units.
However, the reported research works are focused on the impact
of the charging stations in the office or in the car park and all
the authors have dealt with the system level.
The stored energy in the EVBs can help stabilize the grid
feeder during the peak demand by injecting power to the lo-
cal feeders [17]–[20]. Fig. 1 shows a typical solar charging
infrastructure for electric vehicles that will provide the ancillary
service for the grid. This infrastructure is suitable for charg-
ing stations, solar-powered car parking, or business buildings
equipped with solar-powered charging facility.
This configuration has been reported in [20], [21], where the
power converters are interfaced with a high voltage dc bus that
is normally 800 V. The grid, the EVB, and the ESS converters
can be designed for both unidirectional or bidirectional power
flow. The ESS and the EVBs are mainly taking power from the
PV arrays. The charging procedure for the EVBs and the ESS is
controlled in such a way that less power will be drawn from the
grid. The EVs use the standard dc connector to connect to the
system.
The literature review shows that the recent research is focused
on the EVB applications at the car park or business buildings
[17]–[24], and there are only few reported papers that deal with
integrated EVBs and HPV systems that can optimize the energy
use in modern homes (that normally have both HPV system
and EVs). In addition, the integration of the EVB into the PV
system with the proposed optimal control strategies has been
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presented in literature is at the system level [18]–[23]. Therefore,
there is still a research gap at the component level, where the
hardware implementation of the integration of EV battery into
the PV system needs to be taken into account, especially for the
residential PV applications.
To overcome this research gap, a detailed design of a power
conditioning system (PCS)with a power control strategy for a
solar powered EV charging/discharging system that can support
the power grids is proposed.
The literature review on the charging connectors show that
only CHAdeMO connector standard can be utilized for the
HPV-EVB systems without any modifications, as it allows
the bidirectional transfer of the dc power directly from EVB
to the PCS [25].
The article proposes the use of a fast dc charging connector to
interface the HPV system with the EVB. The article presents the
modes of operation and its control system. In most developed
countries, it is very common to have two cars in a house, and one
is usually used only for short trips to local shops. The challenges
mentioned previously for the EV and the solar PV systems can
be addressed using the EVBs of the less used cars to support
the residential solar PV. This not only helps to mitigate the
PV power fluctuations, but also reduces the burden on the local
power grids. Such a system can become a part of a microgrid
or a smart grid framework with a flexible control algorithm.
The advantages of the proposed HPV-EVB energy system are
as follows.
1) The EV battery can be connected to or disconnected from
the PV system at any time.
2) The EV battery can be used as an uninterruptible power
supply whenever there is a blackout.
3) The use of the EV battery can be maximized.
4) The impacts of a high penetration of both residential PV
system and EVs can be mitigated.
5) The integrated EV and PV system can provide grid support
during the peak demand.
To achieve the above goals, a sophisticated PCS should be
developed with a careful consideration of the charging and
discharging control signals taken from the on-board EV battery
management system (BMS).
The main contributions of the article are as follows.
1) A novel HPV-EVB system for the residential PV system
using the dc charging connector standard is proposed.
2) A PCS and its control system for the proposed HPV-EVB
system are designed using a programmable platform (Lab-
VIEW).
3) A power management strategy to efficiently utilize the EV
battery and the PV energy is proposed.
This article is organized as follows. Section II describes
the HPV-EVB system configuration with the details of the
handshaking signals between the EV BMS and the PCS
control board via the CHAdeMO charging connector [25].
Section III discusses the appropriate control system with a
detailed controller design. Section IV presents the simulation
and experimental results. Section V discusses the overall con-
tributions of the article.
 TRAN et al.: EFFICIENT ENERGY MANAGEMENT APPROACH FOR A SOLAR-POWERED EV BATTERY CHARGING FACILITY 6519

Fig. 2. Traditional charging facility for electric vehicle. Fig. 3. Proposed charging facility; electric vehicle battery integration with the
HPV system.

II. SYSTEM CONFIGURATION

The proposed HPV-EVB system is primarily based on the
CHAdeMO standard that interfaces the PV, the EVB, and the
grid connected converter. The selection of the CHAdeMO stan-
dard is made naturally as it can be connected directly to the
EVB. Fig. 2 shows a typical commercial electric car that is
usually equipped with two inlet charging connectors: the dc-inlet
connector and the ac-inlet connector. The ac-inlet connector is
for use in the level 1 and level 2 chargers, which are used in the
home or public charging facilities using the standard distribution
ac voltage with low power up to 20 kW. To control the power
delivery to the EVs, an EV service equipment (EVSE), which
conventionally follows the charging procedure for EVs based
on the J1772 SAE standard is used. The main function of the
EVSE is to turn ON/OFF the ac power from the grid based on
the communication signal from the single line pilot wire in the
charging cable. This signal carries the information of the power
status, and the state of charge. The EV battery is charged using an
on-board charger consisting of an ac–dc converter and a dc–dc
converter. The ac-inlet connector cannot be used to directly
integrate the EVB with the HPV system since the control of Fig. 4. Detailed CHAdeMO connector mechanism for integrating the EV
the on-board charger has to be redesigned by the auto makers. battery into residential solar PV systems.
The dc-inlet connector is for the fast charging, that applies the dc
power directly to the EV battery. It is possible to use the dc-inlet
connector to integrate the EV battery into the HPV system at
the level 2 charging power without the need of any changes in standard, and the EVB energy can power the home loads or can
the EVs. This means that with this configuration, the currently be injected into the grid.
available commercial electric car can be plugged into the dc The brain of the proposed HPV-EVB system is the control
output of the dc–dc converter of the HPV system at the dc bus, board of the PCS, which is interfaced with the EV BMS via the
such that it will be charged or discharged either from the grid or controller area network (CAN) bus of the CHAdeMO connector.
from the HPV power. The power control strategy of the HPV-EVB is designed based
Fig. 3 shows the PCS of the proposed HPV-EVB system, on balancing the power from the PV power generation, injected
which comprises three power converters: The PV converter, the grid power, the load demand, and the EV charging/discharging
EVB converter, and the grid converter. The PV converter is power. The PCS control board receives the EV battery status
a dc–dc boost converter, the EVB converter is a bidirectional via the CAN bus, and the PCS control board will generate a
buck–boost converter, and the grid converter is a bidirectional reference charging or discharging current to meet the power
full-bridge converter. All the power converters can be integrated balancing of the HPV-EVB system based on the EV battery’s
in a three-output single power module, which uses five power status. Fig. 4 shows the mechanism of the CHAdeMO connector
switches and one power diode. The EVB can be charged from when interfaced with the EV battery and the PCS of the HPV-
the HPV power or from the grid via the CHAdeMO connector EVB system.

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 6520 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO. 6, NOVEMBER/DECEMBER 2019
Fig. 5. Typical 24h-home energy profile for the HPV-EVB system.
When the EVB is plugged into the dc bus system via the
CHAdeMO inlet connector, the PCS control system will ini-
tiate the charging/ discharging process by triggering the relay
“d1”and the photo-coupler relay “f” is powered by 12 V dc in
the PCS control board via the pin number two of the CHAdeMO
connector. Once “f” is ON, the charging/ discharging procedure
can be started. The BMS will send a set of EV battery’s pa-
rameters, such as the maximum voltage/ current and the battery
capacity to the PCS control board via the CAN bus. Once the
PCS control board acknowledges the EV battery’s information
and status, it will send the required maximum output voltage of
the EV battery converter in the PCS and the reference current
value, which is generated based on the power control algorithm
of the EV. The EV checks the compatibility with the EV bat-
tery charging or discharging requirements then the relay “k” is
triggered and via the pin number 4, relay “j” is turned ON and
the PCS control board knows that EV battery is ready for the
charging/discharging procedure. Relay “d2”is closed and via
pin number ten, the photo-coupler “g” is triggered. This causes
the charging/ discharging to be started, the PCS control board
calculates the required charging/discharging reference current
for the EV battery converter.
The main difference of this charging or discharging procedure
with the normal procedure of the CHAdeMO connector is that
the EV battery reference current is determined by the PCS
control board instead by the on-board EV battery management
system. The PCS supplies a dc current that meets the reference
value generated by the PCS control board. Throughout the whole
charging/discharging process, the EV BMS continuously mon-
itors the battery condition and the current value being supplied
and sends this information to the PCS control board via the CAN
bus for the current or voltage control loop in the PCS control
system. With this control mechanism, the power control of the
HPV-EVB system is obtained.
III. SYSTEM OPERATION MODE
The efficient energy management strategy of the HPV-EVB
system is obtained based on several different modes of operation.
These modes are divided effectively based on the highest PV
power generation and the load demand curves. Fig. 5 shows a
typical 24-h energy profile of the HPV power production and a
typical home load demand curve.
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Fig. 6. Efficient power management strategy for the HPV-EVB system.
The curves can be forecasted one day ahead to make the
system more efficient. The highest power production of the
HPV system is normally from 9am to 3pm, during this period
of time, EVB should be scheduled to get charged to the full at
the maximum rate, the household also is powered with the HPV
power during this time. The excess HPV power during this time
can be fed into the grid. This power is quite small compared
to all the HPV power injected into grid without the EVs. This
naturally solves the issue of the high excess HPV power injected
to the same feeder. During the peak load demand from 5 to
8pm, the EVB energy can be used to power the home load and
can be injected to the grid if required following the agreement
between the EV owners and the grid operators. This mode is
commonly considered as the vehicle-to-grid (V2G) mode. The
efficient operation modes of the HPV-EVB energy system is
shown in Fig. 6 and can be described as follows.
1) Mode I: The HPV-EVB operates without the EV plugged
in and when there is no load. This mode demonstrates the
conventional operation of a typical residential PV system
that is to inject all PV power into the grid when the
home loads consume less power. Unfortunately, usually
this period of time is the peak PV power production while
the house owners are away for work. The whole PV power
generation is injected to the grid as shown in (1), where
μ is the overall system efficiency, Pg is the injected grid
power, and Ppv is the PV power:
Pg = ηPpv . (1)
2) Mode II: The electric vehicle is plugged into the power
input of the EVB converter via the CHAdeMO connector
as shown in Fig. 2. In this mode, assuming that there is
still no load or light load that demonstrates the period of
time when the house owners consume less energy and the
PCS operates to maximize the EV charge, the EV battery is
charged at the maximum charging rate when the PV power
generation is higher than the maximum limited charging
power of the EV battery. The EV battery reference power
at the kth time interval is calculated in (2) under conditions
of a maximum EV battery state-of-charge (SoCEV max ) and
 TRAN et al.: EFFICIENT ENERGY MANAGEMENT APPROACH FOR A SOLAR-POWERED EV BATTERY CHARGING FACILITY 6521

a maximum EV battery charging power (PEVB

max
):
ref
PEVU (k)
⎧
⎪ 1
⎪
⎪ − P (k) if Ppv (k) ≤ PEVB
max
, SoCEV (k)
⎪ η pv
⎪
⎪
⎪
⎪
⎨ ≤ SoCEV
max
= P max if Ppv (k) > PEVB , SoCEV (k) (2)
max
⎪
⎪ EVB
⎪
⎪
⎪
⎪ ≤ SoCEV
⎪
⎪
max
⎩
0 if SoC (k) > SoCEV
EV
max .

3) Mode III (Peak time): The EVB and the load are both
connected. The PV power generation is gradually reduced
as the irradiation from the sun is reduced. The EV battery
is controlled to support the load in order to achieve the
self-consumption target. This will make the distribution
less stress in the peak demand. The difference of the home
load and PV power generation will be compensated by the
EVB power. The discharging reference power of the EVB
is shown in (3). The home load is powered completely by
the EVB when the PV power generation becomes zero.
During this mode, the EVB SoC is constantly monitored
via the CAN bus to make sure that the EVB will not enter
the minimum SoC state:
ref
PEVB (k) = PL (k − 1) − Ppv (k − 1)
if SoCEV (k − 1) ≥ SoCEV
min .
4) Mode IV (Peak time with V2G): The energy from the EVB
is controlled to supply the load of the home and to inject
the required power Pgreq to the grid. In this mode, the
PV power generation is absence and the EVB SoC is still
higher than a threshold value that can be set up by the
EV owners without the need of any advanced technical
knowledge. The discharging reference power of the EV
battery is shown in (4):
req
EVB (k) = PL (k − 1) + Pg (k − 1),
Pref
if SoCEV (k − 1) ≥ SoCEV
Res
where SoCEV Res is the reserved energy for a desired future
trip if needed. This value can be set by the users and the
users can make a decision when to sell the electricity to
the utility company based on the real-time market price,
where the buy/sell electricity price changes in real-time in
the spot market [18]. The required grid power may be sent
by the local grid company to the HPV-EVB system if it is
connected to a smart grid platform or it is decided by the
users in case the system is localized.
The EV battery reference current at the kth interval for each
operation mode is calculated as follows:
ref
PEVB (k)
ref
IEVB (k) = .
VEVB (k)
IV. CONTROL STRATEGY
The overall control system for the HPV-EVB system is illus-
trated in details in Fig. 7. Each power converter in the PCS has
Fig. 7. Detailed control system of the residential PV-EV energy system: (a) PV
converter control; (b) grid connected converter control; and (c) EVB converter
control.
its controllers, the EVB reference current is generated based on
the defined operation modes, which are discussed in Section III.
All the controllers are designed to have a good performance with
the quick responses and robustness.
In order to track the maximum power point (MPP) of the
(3)
PV array, the perturbation and observation (P&O) algorithm is
used to find the reference voltage and a PI controller is used to
maintain this reference voltage. The output control signal dpv of
the MPP tracking (MPPT) controller is expressed in (6), where
p i
kpv and kpv are proportional and integral parameters of the PV
ref
controller, respectively, and Vpv and Vpv are actual and reference
voltage of the HPV array, respectively:
 
i  ref
p
kpv
dpv = kpv + Vpv − Vpv . (6)
s
The charging or discharging of the EV battery is regulated by
(4)
an EV converter deployed by a bidirectional buck–boost con-
verter shown in Fig. 3. This converter has two control variables:
The EV charging/ discharging current and the EV voltage as the
whole charging procedure will experience two phases, namely,
the constant current charging and the constant voltage charging
modes. The EV charging/ discharging current is controlled by
a PI current controller with the reference input calculated by
(5). The output control signal dcc of the PI current controller is
p i
expressed in (7), where kcc and kcc are proportional and integral
ref
parameters, respectively, and IEVB and IEVB are actual and
reference EVB current of the EVB, respectively:
i
kcc 
p
dcc = kcc + ref
IEVB − IEVB . (7)
s
(5)
The EV battery converter is switched to the voltage control
mode when the EV battery reaches its gassing voltage and the
converter is regulated to keep the EV battery voltage constant
until the charging process is completed. The output control dvc
p
signal of the PI voltage control is given in (8), where kvc and

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 6522 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO. 6, NOVEMBER/DECEMBER 2019

Fig. 9. Grid voltage and current of the HPV-EVB system in four operation
modes.

Fig. 8. Simulation results of the HPV-EVB system in four operation modes.

i
kvc are proportional and integral parameters, respectively, and
ref
VEVB and VEVB are actual and reference EVB voltage of the
Fig. 10. SoC, current, and voltage of the EVB in four operation modes.
EVB, respectively:

p
i
kvc  ref maximum charging power then the charging power is limited
dvc = kvc + VEVB − VEVB . (8)
s by its maximum value, which is defined by manufactures. In
The grid connected converter is bidirectional because 1) it is this case, the maximum charging power is calculated through
regulated to supply the power to supply the load demand of the the charging current and it is 23 A. It can be observed that a
home and inject power to the grid or 2) it is controlled to take small power is injected to the grid during this period of time.
power from the grid to charge the EV battery when the electricity From t = 3(s) to t = 5 (s), the PV irradiance is reduced down to
price is low. The output control signals dvdc and dig of the grid almost zero at t = 5 (s). The EVB energy is used to compensate
connected converters are calculated as (9)–(11), where Vdc and the PV power to supply the home load demand. From t =
ref
Vdc are actual and reference voltage of the dc-link voltage, 5(s) to t = 6(s), the HPV-EVB is controlling the vehicle for
respectively, and Ig and Igref are actual and reference of the grid vehicle-to-grid mode as the EVB energy is used to support to
current, respectively: the grid by injecting a constant power as required by the grid
operator. In this case, 1 kW is injected to the grid. Fig. 7(b) shows
p
i
kvdc  ref the EV battery power charging or discharging corresponding
dvdc = kvdc + Vdc − Vdc (9)
s to the power balancing of the HPV-EVB system under the PV
  irradiance scenarios. The simulation results show that with the
i  ref
p kig
dig = kig + Ig − Ig (10) efficient energy management of the EVB power and PV power,
s the car owners will have the benefit of minimizing the electricity
cost and the distribution grid can handle the increasing high
Igref = dvdc vPLL . (11)
penetration of PV power generation and high penetration of EVs
as well. It can be seen that, in a future smart grid, where the grid is
V. SIMULATION AND EXPERIMENTAL RESULTS
to be controlled to be smarter, the proposed energy management
A. Simulation Results will be more effective as the PV power generation and load
demand curves can be forecasted dynamically. This ensures that
To validate the performance of the proposed HPV-EVB sys-
the EVB power reference can be produced accurately. Fig. 9
tem and its control strategy, a detailed switching model of the
shows the grid voltage and current in four operation modes.
entire HPV-EVB system is constructed in MATLAB/Simulink
Fig. 10 shows the state of charge (SoC), current, and voltage of
environment. The irradiance profile is selected to ensure that the
the EVB in four operation modes.
HPV-EVB system experiences all the operation modes.
Fig. 8(a) shows that the HPV-EVB is under a constant irra-
diance during period (A), with no EV and load. All the energy B. Experimental Results
generated by the PV system is injected into the grid. In period As the main target of this project is to achieve a compact
(B), the PV irradiance is increased, the EV is plugged into the PCS module which can be commercialized using the mass
PCS and the EV starts charging with all the energy comes production, the experimental tests of the PCS under various
from the PV system from t = 1(s) to t = 1.5(s), from t = scenarios should be taken into account to ensure the reliability of
1.5(s) to t = 3(s), the PV power generation is higher than the the system’s performance. This can be done with two phases. In

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 TRAN et al.: EFFICIENT ENERGY MANAGEMENT APPROACH FOR A SOLAR-POWERED EV BATTERY CHARGING FACILITY
Fig. 11. (a) Detailed experimental setup of the laboratory scale of the HPV-
EVB energy system. (b) Prototype of the PCS.
Fig. 12. Charging facility for Nissan Leaf at the University of Wollongong.
Phase 1, a scaled laboratory prototype is built to test and debug
the performance of the PCS control system as shown in Fig. 11.
In Phase 2, a full-scale PCS module will be tested on the
Nissan Leaf available at the University of Wollongong, Australia
as shown in Fig. 12. In this phase, the CHAdeMo connector will
be modified to connect the EV battery pack of a Nissan Leaf
(2012) with the designed PCS module and the CAN communi-
cation is tested. The PCS control board extracts the EV battery
status in real-time and uses this data to control the power flows
with an appropriate EV charging/ discharging procedure for the
HPV-EVB system.
In this article, the experimental results of Phase 1 are presented
as the initial step to achieve the final target. Fig. 11 shows
the test platform, which comprises an emulated 30 kW from
the solar PV TerraSas emulator, a 10-kWh lead-acid battery,
which is considered as the EV battery, where IT is an isolation
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6523
Fig. 13. PV irradiance profile in a heavy cloudy day: (a) irradiance profile
with temperature changing and (b) photovoltaic curve.
TABLE I
EXPERIMENTAL PARAMETERS OF THE HPV-EVB
transformer, I1, I2 are inductors of the power boost converter
and the bidirectional buck–boost converter for the PV and the
EV battery, respectively.
The PCS is a compact module with four legs using IGBT
SKM50GB 123D from SEMIKRON. The control system is
implemented digitally using a programmable platform from Na-
tional Instruments (NI) called GPIC (general purpose inverter)
controller board with the specifications shown in Table II. The
PCS is tested under the worst case of the HPV power generation
in which the irradiance and temperature keep changing rapidly
during the short of time as shown in Fig. 13.
The maximum power generated by the HPV is 275 W at the
MPP voltage of 100 V. To meet the laboratory safety regulation,
only a low power system will be investigated in the test. The
dc-link voltage is maintained at 220 V with the voltage set at
127 V, which is obtained by stepping down the voltage of the
utility grid using an isolation transformer as shown in Fig. 11.
The experimental parameters of the prototype HPV-EVB system
are shown in Table I.
Fig. 14 presents the performance of the HPV-EVB system in
mode I, when the EV is not plugged in and could be traveling.
The home load is powered by the PV power and grid power. In
this mode, the home load will take power from the grid when the
PV power generation is insufficient. The dynamic performance
of the power flow from PV to the home load and grid is presented.
It is observed that in the case of a heavy load, the PV power
 6524 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO. 6, NOVEMBER/DECEMBER 2019
TABLE II
CONTROL PLATFORM CHARACTERISTICS (GPIC)
Fig. 14. Experimental results of mode I, EV is not plugged in and is traveling.
Fig. 15. Experimental results of mode II with PV power generation.
generation is inadequate and the load demand is powered by
the grid power and if the PV power generation is excessive, the
remaining power will be injected into the grid. In another case,
when the load changes to the low load, the PV power generation
is in excess and this excess power will be injected into the grid.
Fig. 15 shows the dynamic performance of the HPV-EVB in
mode II, where the EV is at home and plugged into the PCS of the
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Fig. 16. Experimental results of mode III.
Fig. 17. Experimental results of mode IV without PV power generation.
HPV-EVB system. The charging or the discharging procedure of
the EV battery follows (2). When the PV power is not available,
the PCS control is automatically switched to mode III, and the
home load is powered by only the EVB energy.
The transition is very fast and the dc-link voltage is well
maintained. Fig. 15 also shows the dynamics of the EV battery
discharging current during the load changing without the PV
power generation.
Fig. 16 shows the EV charging/discharging in the worst case of
PV power fluctuation. It can be observed that, the EVB converter
can respond quickly to the need of charging and discharging
in order to maintain the reliability of the PCS. In this mode,
the EVB is utilized to supply the home load and help mitigate
the power fluctuation of the HPV system. The HPV output is
controlled by the PV converter. Fig. 16 shows the situation when
the home load is constant (110 Ω, resistive load), therefore the
 TRAN et al.: EFFICIENT ENERGY MANAGEMENT APPROACH FOR A SOLAR-POWERED EV BATTERY CHARGING FACILITY
Fig. 18. Experimental results of the EVB charging current without PV power
generation.
EVB converter needs to deal with the HPV power variation. The
excess HPV power makes the EVB converter to charge the EVB.
When the HPV power is insufficient, the EVB starts discharging
to compensate for the home load.
Fig. 17 shows the injected grid current in mode IV with the
EV battery discharging current. The THD of the grid current is
3.1%.
Fig. 18 shows the capability of the PCS to charge to EVB
from the grid in the case there is no PV power generation. This
situation take places at midnight when the electricity price is
reasonably low based on the time of use scheme from the grid
utility company.
VI. CONCLUSION
In this article, a novel HPV-EVB technology for the integra-
tion of the residential HPV and EV has been proposed. The
energy management system successfully controls the power
balance between the HPV source, EVB energy, the home load,
and the grid demands. This will help to mitigate the intermittency
and uncertainty effects of the HPV and to provide a reliable
power output. It is envisaged that the proposed system with its
control algorithm will have a great potential for the future smart
grid and EV applications. In this article, it is considered that
the home has two cars, and one is rarely used except for a short
travel, which is quite common in most developed countries. For
future work, the authors will investigate the proposed algorithm
under a more complex network and during grid faults.
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 6526 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 55, NO. 6, NOVEMBER/DECEMBER 2019
Viet Thang Tran (SM’15) received the B.S. degree
from the University of Transport and Communica-
tion, Hanoi, Vietnam, in 2007, and the M.S degree
from Soongsil University, Seoul, Korea, in 2013, both
in electrical engineering. He is currently working
toward the Ph.D. degree with the Australian Power
Quality and Reliability Centre, University of Wol-
longong, Wollongong, Australia.
He was with the Electrical Department, University
of Transport and Communication, Hanoi, from 2008
to 2013.
His current research interests include on-board/off-board chargers for electric
vehicles, energy storage systems, renewable energy systems, power conditioning
systems for the integration of solar photovoltaic, electric vehicle energy storage,
and the grid.
Md. Rabiul Islam (M’14–SM’16) received the B.Sc.
and M.Sc. degrees from the Rajshahi University
of Engineering and Technology (RUET), Rajshahi,
Bangladesh, in 2003 and 2009, respectively, and the
Ph.D. degree from the University of Technology Syd-
ney (UTS), Sydney, Australia, in 2014, all in electrical
engineering.
He was appointed as a Lecturer with RUET in 2005
and promoted to Full Professor in 2017. In early 2018,
he joined the School of Electrical, Computer, and
Telecommunications Engineering (SECTE), Univer-
sity of Wollongong (UOW), Wollongong, Australia. He is also a member
of Australian Power Quality and Reliability Center of UOW. His research
interests include power electronic converters, renewable energy technologies,
power quality, electrical machines, electric vehicles, and smart grid. He has
authored and coauthored 130 papers (including 34 IEEE Transactions papers)
in international journals and conference proceedings.
Dr. Islam has served as a Guest Editor for the IEEE TRANSACTIONS ON EN-
ERGY CONVERSION and IEEE TRANSACTIONS ON APPLIED SUPERCONDUCTIV-
ITY. He is currently editing a special issue for IET Electric Power Applications.
Authorized licensed use limited to: Thapar Institute of Engineering & Technology. Downloaded on December 09,2023 at 12:57:56 UTC from IEEE Xplore. Restrictions apply.
K M Muttaqi (M’01–SM’05) received the B.Sc.
degree in electrical and electronic engineering from
the Bangladesh University of Engineering and Tech-
nology (BUET), Dhaka, Bangladesh, in 1993, the
M.Eng.Sc. degree in electrical engineering from the
University of Malaya, Kuala Lumpur, Malaysia, in
1996, and the Ph.D. degree in electrical engineering
from Multimedia University, Selangor, Malaysia, in
2001.
He is currently a Professor with the School of
Electrical, Computer, and Telecommunications En-
gineering, and a member of Australian Power Quality and Reliability Center
(APQRC) at the University of Wollongong, Wollongong, Australia. He was
associated with the University of Tasmania, Hobart, Australia, as a Research
Fellow/Lecturer/Senior Lecturer from 2002 to 2007, and with the Queensland
University of Technology, Brisbane, Australia, as a Research Fellow from 2000
to 2002. Previously, he also worked for Multimedia University as a Lecturer for
three years. He has more than 21 years of academic experience and has authored
or coauthored 300 papers in international journals and conference proceedings.
His research interests include distributed generation, renewable energy, electrical
vehicles, smart-grid, power system planning, and emergency control.
Danny Sutanto (SM’89) received the B.Eng. (Hons.)
and Ph.D. degrees from the University of Western
Australia, Perth, WA, Australia, in 1978 and 1981,
respectively.
He is currently a Professor of Power Engineer-
ing with the University of Wollongong, Wollongong,
Australia. His research interests include power sys-
tem planning, power system emergency, analysis and
harmonics, flexible alternating current transmission
system, and battery energy storage systems.
Prof. Sutanto was the IEEE Industry Applications
Society Area Chair for Region 10 (Asia Pacific) from 2014 to 2017.