1

Modeling and Planning of EV Fast Charging

Station in Power Grid
C.H. Dharmakeerthi, Student Member, IEEE, N. Mithulananthan, Senior Member, IEEE and
T.K. Saha, Senior Member, IEEE

The developed load model has been used for the planning of
Abstract- Introduction of the electric vehicle (EV) to the charging stations during the second phase of the study. Static
transport sector is greatly anticipated considering numerous voltage stability margins, system losses, regulatory voltage
environmental and socio-economical benefits. Consideration of limits, and cable flow limits are considered for appropriate
their charging impact on electricity networks is of major
placement of EV fast charging stations in the electricity grid.
importance to power system engineers under such circumstances.
A number of system studies can be found in the literature The availability of charging infrastructure has been
describing different aspects of EV charging on power grid. identified as a key factor that will determine EV penetration
However, scant attention has been paid to the issue of power rates. Hence, great effort has been made by EV developers and
system stability due to EV charging. Practicality of the power governments to develop charging infrastructure in advance of
system stability studies is mainly determined by the accuracy of wide adoption of electric vehicles. Hence, it is expected that
the models used to represent the EV load. However, EV load
power system engineers will device solutions to facilitate the
modeling for system stability studies has not yet been considered
in the literature. Hence, for this study, a static load model has EV charging demand, despite various infrastructural
been developed for a universal input battery charger at the first limitations found in the electricity grid. Meeting the demand
stage. The second phase of the study considers static voltage reliably using existing infrastructure or with minimal system
stability margins, system losses, the regulatory voltage limits, and updates is preferred to carrying out expensive and time
the cable flow ratings for appropriate placement of EV fast consuming system augmentations. Identification of the best
charging stations in electricity grid. Further, the maximum
locations in an existing infrastructure is of primary importance
allowable charging station capacity at a network point is
evaluated based on reliable and stable grid operation. under such circumstances, considering issues such as system
stability, voltage regulation, power losses and rating of the
Index Terms- electric vehicle; grid impacts; load modeling; system components. On the other hand, the locations of
grid stabilit; power losses charging stations might be a decision based on market
research, or the result of some other interests. Hence, it will be
I. INTRODUCTION assumed that the charging station locations are predetermined.

E LECTRIFICATION of the transportation sector is

becoming a global trend due to the environmental and
socio-economical benefits of electric vehicles (EV). This
Thus, power system engineers need to find out the maximum
allowable charging load in a particular location based on
different network constraints and reliable grid operation.
efficient mode of transport reduces GHG emissions, reduces However, no evidence is found in the literature on the most
the burden of high fuel prices and uncertainty matters desirable placement of charging stations and on determining
associated with fossil fuel resources. So, there exists a great of the maximum allowable charging station capacity at a
possibility of increasing their penetration levels in the near network location. Hence, a system study on the IEEE 43-bus
future. Hence, power system engineers should be aware of the test system is carried out during the second phase of this study
potential challenges that EV will bring to their networks. to achieve the above targets.
A number of system studies have been undertaken by The rest of this paper is organized as follows. A literature
researchers on various issues related to EV grid integration. review relating to modeling of EV load and its impact on the
The majority of grid impact studies have evaluated system stability of the power system is given in Section II. Section III
demand supply balance, voltage regulation, losses, harmonics covers modeling and simulation of the EV charger. Section IV
and system assets overloading, to name a few. However, the presents the tool and test system used for planning an EV
impact of EV charging on system stability has not yet been charging station. Numerical results related to planning of an
fully understood [1]. The scarcity of appropriate system EV charging station are presented in Section V. Section VI
models to represent EV load for stability studies is a discusses the results, while Section VII provides some
hindrance. Hence, a static load model of a universal input EV concluding remarks based on this study.
fast charger has been developed at the first stage of this work.
II. LITERATURE REVIEW
C.H. Dharmakeerthi, N. Mithulananthan, T.K. Saha are with the School of Accurate load modeling is essential for realistic stability
Information Technology and Electrical Eng, University of Queensland, studies. This requires determination of the EV load demand
Brisbane, Qld. 4072, Australia (e-mail: [email protected];
variation in response to system voltage and frequency
[email protected]; [email protected]).
variations. However, different kinds of load models have been

978-1-4673-2729-9/12/$31.00 ©2012 IEEE

 2

used in the literature to represent such EV load behavior in

power systems. Among them, [2] has modeled it as a constant
current load (CCL), considering its power electronic grid
interface. On the other hand, [3] has characterized EV load as
constant power load (CPL) and as constant impedance load
(CIL). However, none of these references have used detailed Fig. 2. High frequency isolation at DC-DC stage.
models to justify their approaches. Hence, a potential EV fast
charger is modeled in this study. There exist very few studies on EV impact on power system
Modeling of EV load for system studies requires an stability, only [2], [3], [12], [13]. Among them, [12] provides
understanding of its charging characteristics. There are several a system stability study on the IEEE 3-bus test system with
methods of charging an EV battery. Traditional charging and without EV load. It considers the system dynamics
methods consist of constant current (CC), constant voltage following a three phase system fault. It identifies that the
(CV), constant power (CP) and taper charging (TC). At system with EV load is less stable. Further, a small signal
present, charging processes involve combinations of the above stability study has been carried out in [3] by modeling the EV
methods. Frequently used methods start with the CC approach, load as CPL and CIL on the New England 39-bus system. It
where the charger injects a constant current to the battery until confirms a known fact that when EV loads models as CPL, the
its cell voltage or cell temperature reaches a predefined value. system has a lower loading margin than that of CIL. Short
Then it continues with constant voltage charging, where the term voltage stability (SVS) index is assessed on the IEEE
charging voltage is kept constant and a gradually reducing RTS-96 24 bus system in [2]. EV load is modeled as a CCL in
current is applied until the desired level of state of charge is this study. It concludes that SVS improves when EV load
achieved [4]. CV charging usually takes time, that is, three connected as a power source to the grid. Hence, it is evident
times that of CC charging, even though it needs to fill the that existing studies have been done with some uncertainty of
remaining 20 to 25% of the battery capacity [5]. Further, the EV load behavior. Therefore, a static load model of an EV
charging methods like CC-CP-CV [6], [7], multistage CC-CV, fast charger is developed at the first stage of this study. The
CC-CV with negative pulse[8], [9] are also discussed in the developed load model is then used to evaluate system static
literature and explain the function of fast charging with the voltage stability as a planning tool to establish an EV fast
proper management of cell chemical reactions. charging station in the power network.
Widely adopted EV chargers consist of two main stages, as
discussed in [7] and [10] and shown in Fig. 1. The first stage III. MODELING AND SIMULATION OF AN EV CHARGER
performs rectification and power factor control. This can be A. Modeling of an EV charger
achieved either by incorporating an active rectifier or by using A universal input EV charger consists of an active rectifier
a rectifier together with a power factor correction circuit, as in front end and a buck converter at the battery end is modeled
[4]. Another approach may contain a shunt connected active here. It is capable of providing unity power factor and
power filter and a rectifier[4]. The second stage involves regulated voltage, despite grid voltage variations and supply
different types of resonant or Pulse Width Modulated (PWM) point voltage. It enables vehicle to grid (V2G) mode of
DC-DC converters[10]. Galvanic isolation between the power operation by allowing bidirectional power flows. Further, it
grid and the EV is of primary importance when considering has become an attractive solution for medium power
the safety of users. This can be achieved by using high applications above several kW [14], [15]. Moreover, active
frequency transformers at DC-DC stage as shown in Fig. 2, or rectifiers have the ability to limit total harmonic distortion
by using power frequency transformers at the grid interface even when grid current or voltages are not measured [16],
[11]. High frequency isolation is preferred as it offers greatly [17]. It is achieved with the use of pulse with modulation
reduced weight and size. Inductive charging can be achieved (PWM) in conjunction with closed loop current control.
by separating the secondary winding and core from the The governing equations for the first stage active rectifier
primary of the isolation transformer and by placing them on shown in Fig. 3 can be derived as follows:
board.
A universal input EV charger that consists of an active Vr
rectifier front end and a buck converter at the battery end is S11 S12 S13
modeled here to provide a base for system stability studies. C/2

C/2
S21 S22 S23

Fig. 1. The EV charger configuration.

Fig. 3. Controlled rectifier in the grid interface.
 3

= + + (2 − 1) + (1) Q = 3 2 V i − V i (20)
V =L + Ri + (2S − 1) +V (2) The controller within the AC/DC converter manipulates the
V =L + Ri + (2S − 1) +V (3) q axis current to achieve unity power factor operation, while
the d axis current is being used to regulate dc link voltage as
where , , = 1, when the switches are in the ON shown in Fig. 4.
state, otherwise equal to zero. Considering a balanced three
phase system and by adding (1) to (3), (4) can be obtained. dd id
Converter
V = − (2(S +S + S ) − 3) (4) dq
Iqref=0 iq
Hence, (1) to (3) can be rewritten as (5) to (7): +
+
+
V =L + Ri + (2S − S − S ) (5) -
-

V =L + Ri + (−S + 2S − S ) (6)
V =L + Ri + (−S −S + 2S ) (7)
+ -
The current output of the rectifier at any instant is given by + + _ +
Vref
+ +
(8):
Vr
i = (S i + S i + S i ) (8) Fig. 4. Controller for active rectifier.

The current in the dc link ( ) can be expressed as (9) : It is assumed that the dq frame is rotating at ω speed and the
d axis is oriented along the grid voltage vector, = 0. The
i =i −C (9)
value of is set to zero to achieve unity power factor
operation. So, under steady state = 0. Hence, from (16) to
transforming from the abc to the dq reference frame which (19)
rotates at the same frequency as the input voltages.
= 3 2( ) (21)
X =TX (10)
= + (22)
where, 0 = Lωi + D V (23)
i = 3 2 (D i ) (24)
cos ωt cos( ωt − 2π 3 ) cos( ωt − 4π 3 )
T= (11)
− sin ωt −sin( ωt − 2π 4π ) Considering (21), (22) and (24),
3 ) −sin( ωt − 3

C =3 2 d i +d i − i (12)
= + (25)
since,
i 0 −ω i Stage II of the charger consists of a Buck converter as
T L =L i +L i (13) shown in Fig. 5. It is commonly used in the DC-DC stage of
ω 0
the EV chargers.
V = L + Ri − Lωi + d V (14)
= + + + (15)

where represents switching functions in the dq reference

frame. When considering steady state analysis, (12), (14), (15)
reduce to (16) to (18).
V = Ri − Lωi + D V (16)
Fig. 5. Buck converter in the DC-DC stage of EV charger.
V = Ri + Lωi + D V (17)
The governing equations for the second stage are given below.
=3 2 + (18)
= + + (26)
where , are the steady state duty ratios. Real and
reactive power in the dq reference frame are given by, i =i +c (27)

=3 2 + (19) Considering k as the steady state duty ratio, the steady state
equations can be derived as follows:
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= = (28) simulated using MATLAB SIMULINK software. A 50 kWh

Li-Ion battery is modeled using the battery models available
= = + (29) within the SIMULINK component modules. Controllers are
Where is the battery terminal voltage which is developed for the active rectifier to achieve unity power factor
determined by the battery dynamic parameters as shown in operation and regulated dc link voltage( = 500Vdc). Active
Fig. 6. [18]. It depends primarily on the battery state of charge and reactive power drawn by the charger is presented in Fig. 7.
(SOC) and its impedance. The battery charging current ( ) is The response of the active rectifier voltage controller for a
evaluated via the battery management system by monitoring sudden 20% increment in input voltage is shown in Fig. 8.
battery voltage, temperature, and the SOC [19]. The current
controller developed for the DC-DC converter maintains that
reference charging current .

Fig. 6. Dynamic battery model [18].

Considering (25), (28) and (29), the input power to the Fig. 7. Active and reactive power drawn by the charger.
charger can be derived as follows:

= + + (30)

where,
( + )
= (31)

±
and = (32)
Fig. 8. DC regulated voltage due to sudden 20% increment of grid voltage at
The input power expression consists of two main parts: a t=10S.
constant power component and a supply voltage dependent
component. Hence, the EV load in the power system can be The active rectifier controller maintains almost zero
represented as follows: reactive power consumption as shown in Fig. 7, and it could
maintain constant dc link voltage, despite input voltage
= + (33) variations as shown in Fig. 8.
The battery charging characteristics of CC/CV is
where,
facilitated by the DC/DC converter controllers as shown in
= + (34) Fig. 9. It is designed to maintain constant charging current
(360A), until the battery voltage reaches 412V (voltage
relevant to SOC 80%); then it applies decreasing currents
= (35) during the second phase of charging, as shown in Fig. 10.
VB
- 360
V ref P
The system voltage dependence to is not linear and +
evaluating it analytically is difficult. Hence, it is achieved with
the help of nonlinear time domain simulation studies as
IB ref
explained below. +
IB P Switching Ref
-
B. Simulation of the EV charger
A 200 kW EV fast charger consists of an active rectifier at Fig. 9. DC/DC converter controller.
the front end and a DC/DC buck converter at the load end is
 5

Fig. 11. The = characteristics of .

Fig. 10. The CC/CV transformation.

D. Discussion of Simulation Results
C. EV load modeling with Simulation Results Values of , decrease with battery SOC until SOC
A set of and values for a range of SOC (10%-100%) reaches 80% (during constant current charging). However, the
are obtained through simulation studies. The above values are values increase during constant voltage charging. The
used to find for a particular battery SOC state using (31). variation of α is opposite to that. However, fast charging
The values are then obtained by applying (32) for a range typically aims to fill the battery up to 80% of its capacity [23].
of system voltages. Typical r, R values (1mΩ, 100mΩ) are So, decreasing trends of , and increasing trends of α
used for calculations considering the values used in similar can be identified for the relevant range of SOC (10-80%).
applications [20-22]. Hence, mean values of and α for that particular SOC range
The above data is used to calculate , values for are evaluated as follows: =0.9061 , α =-3.71488. The
varying system voltages for several SOC conditions. These is calculated as 0.0939, considering the fact that the addition
results are used to identify the voltage dependent nature of EV of , should be equal to unity. Hence, a final load model
load for different SOC conditions, using the Matlab curve of the EV load can be expressed as follows:
fitting tool. It has been identified that results follow (36) with
, , and α, as given in Table 1. .
= 0.9061 + 0.0939 (37)
= + (36)
The magnitude of depends on the parasitic resistance R
where is power consumption at the reference voltage of the input filter inductor which, in turn, depends on the
material and dimensions of the conductor used to build the
( ). Further, represents the ratio of the constant power
inductor. The input filter inductor is normally designed to
component ( ) to the total input power ( ) at the reference
have 5% of the system total impedance[24] and it is evaluated
voltage, while represents the ratio of the voltage as 2 mH for the simulated charger. Further analyses are carried
dependent component ( )to the total input power ( ) at the out considering the possibility of having the required
reference voltage. Fig. 11, shows fitting curve and data for the inductance with different parasitic resistances. Increasing the
SOC-10% state. resistance value by another tenfold creates unstable operating
conditions. Decreasing the resistance by tenfold results in a
TABLE I
PARAMETERS FOR MODELING EV LOAD FOR DIFFERENT SOC CONDITIONS. voltage dependent load with negative , but its magnitude is
below 1% of the total load. This represents an almost constant
SOC% α power load behavior given by (38):
10 0.9098 0.08242 -3.427
20 0.9071 0.08206 -3.617 ≈ ≈1 (38)
30 0.9061 0.08161 -3.697
40 0.9057 0.0813 -3.741 Hence, it is evident that load representation depends on the
50 0.9054 0.08105 -3.772 parasitic resistance magnitude for this particular charger
60 0.9051 0.08084 -3.796 arrangement. Hence, proceeding simulation studies consider
70 0.9049 0.08061 -3.821 both possible constant power and voltage dependent load
80 0.9047 0.08035 -3.848 models given by (37) and (38) to represent EV load.
85 0.9060 0.08153 -3.709
90 0.9073 0.08214 -3.599
95 0.9113 0.08213 -3.341
98.9 0.9367 0.06302 -2.619
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IV. TOOLS AND TEST SYSTEMS The maximum loading limit may be due to a saddle node
bifurcation (system singularity) or due to limit induced
A. Test systems
bifurcation (system controller limit). Generator reactive power
The IEEE 43-bus distribution system [25] is considered limits are incorporated in this study as given in (41).
here which provides a similar urban physical network
environment where EV charging stations are likely to connect. ≤ ≤

= 1,2 … . (41)
The distribution system is connected to the grid through bus
100 and it has two distributed resources as shown in Fig. 12. It Further, charging station placement considers, total system
has a total load of 22MW and 9 MVAR. losses, voltage regulatory limits, and cable MVA flow limits
as given in (42), (43) and (44).

. .
≤ ≤ = 1,2 … . (42)
=∑ ∑ − ( + −2 ∅ ) (43)
≤ max (44)

V. PLANNING FOR AN EV CHARGING STATION

Case I. Best location for a charging station in the network
Identification of the best location in the existing
infrastructure based on system voltage stability, voltage
regulation, grid power losses and MVA flow rating of the
system components is carried out here. The scenario is tested
in IEEE 43-bus system as described in Section IV. The
addition of a charging station consisting of 10 charging spaces
is considered. Each charging space has a 200kW charging
Fig.12. The IEEE-43 bus distribution system. capacity. The power factor of the EV load is taken as 0.95
considering the range of values found in currently available
B. Tools EV chargers. The charging station is connected to the grid via
One widely accepted performance index to identify the a 13.8kV/0.48kV transformer which has 0.05+0.3j p.u.
closeness of the current operating point to voltage collapse impedance.
point is considered here. It is based on system loading margin Identification of the best location is based on system static
which requires system modeling with algebraic equation as voltage stability margins, voltage regulatory limits, grid power
given in (39): losses and cable MVA flow limits. All 13.8 kV buses directly
connected to main feeders 3 and 4 are considered here as
0= ( , , ) (39)
shown in Fig. 12. The best location should fall within these
where -System state variables buses due to the radial arrangement of the feeders. Both the
- Algebraic variables pure constant power (CP) load model and the model which
- A slowly varying parameter that moves the system constitutes a combination of constant power and voltage
operating status from one equilibrium point to dependent (CP+VD) load behavior are considered here.
another until the power system reaches the collapse Simulation results are given in Table II.
point.
The Continuation Power Flow in PSAT software is used to TABLE II
SIMULATION RESULTS CASE I
generate system load curve. It uses the well known iterative
CONSTANT POWER LOAD MODEL CONST. POWER & VOLTAGE
method having a predictor and corrector approach. A predictor Con-
DEPENDENT LOAD MODEL
nec-
step is initiated from a known point of the PV curve to obtain cted Power Most Loading Power Most Loading
Losses significant Margin Losses significant Margin
next solution point for a given load direction defined by . Bus
/(MW) line Loading /(MW) line Loading
A corrector step is then used to obtain an exact solution for Base 0.1411 - 2.876 0.1411 - 2.876
using (39). This process is repeated until a PV curve is 5 0.1641 3-5-63.1% 2.401 0.1648 3-5 -63.5% 1.870
generated. 6 0.1650 3-6-75.7% 2.396 0.1657 3-6–76.1% 1.862
The system loading margin is given by (40), which provides a 8 0.1793 4-8-84.7% 2.345 0.1801 4-8-85.2% 1.721
9 0.1650 3-9-57.5% 2.394 0.1657 3-9-57.9% 1.860
distance measure to system voltage collapse from the current 15 0.1812 4-15-70.3% 2.327 0.1821 4-15-70.5% 1.860
operating point. 24 0.1790 4-24-66.9% 2.342 0.1798 4-24-67.2% 1.810
27 0.1789 4-7-61.92% 2.342 0.1797 4-7-62.34% 1.808
LM = ∗ − (40) 16 0.1789 4-7-61.92% 2.339 0.1797 4-7-62.34% 1.802
26 0.1642 3-26-40.9% 2.399 0.1650 3-26-41.3% 1.865
Where ∗ -loadingparameter at collapse point
-loading parameter for the based case Bus voltages are found to be within regulatory limits and cable
flow limits are not exceeded. Bus 5 is identified as the best
 7

loccation, which provides thee least system m losses and the VI. DISCUSSION
higghest loading margin for both types of load mod dels. The vvoltage dependdent characteriistic of a systeem load is a
uction in loadiing margin is recorded for the
Siggnificant redu key facttor that determ
mines the system
m’s voltage staability. It has
vooltage depend dent load mo odeling. Furth her, the voltage been iddentified that system dynamic loading margin is
deependent load creates
c higher system
s losses and
a increased line
l
decreasiing with decreasing α of =
loaading, as comp
pared to constannt power load.
characteeristics (constaant power α = 0, constant cuurrent α = 1,
constantt impedance α = 2) [26]. Fuurther, negativee values of α
Caase II. Allowab
ble charging sta
ation capacity
will forrce the powerr system towaards the instaability under
Allowable chaarging station capacity
c is evaaluated in rand
dom system ccontingencies as shown in Fig. 13 [27]. Thhis study has
neetwork locationn (bus 25) by incorporating different netw work identifieed an EV loaad model which has a connstant power
constraints and ensuring
e reliab
ble grid operation. The capaccity componnent and an expponential compponent with neggative α. So,
off the charging station
s is graduually increasedd up to the systtem there i s a great ppossibility of occurring m more system
vooltage instabiliity point. Con nsequences which
w have takken instabiliities with this lload behavior.
plaace for each ty
ype of load mo odels are repoorted in Tables III
annd IV.
TABBLE III
CONSEQUENCES OF INCREASING CHARGING
C STATIO
ON CAPACITY FOR
CONSTANT POWER
R LOAD MODELING
G

N
No of Charging
Co
onsequences of charging
spaces
Voltage at co onnected bus 0.89 9 p.u., Cable 3-9 9
25 loaded 99% MVA M rating. (Upgraded by adding g
similar cable in
n Parallel). Load Margin-0.8608
M
Voltage at connnected bus 0. 88 p.u., Cable 9-25
28 loaded 102.6%% MVA rating. (Up pgraded by adding
similar cable in
n Parallel) Load Margin-0.5748
M
Voltage at connnected bus 0. 85 p.u., Load Margin-
46
0.0078 Fig. 13. Effect oof load characteristtics to system stabbility[27].
Unstable operaating point. Voltage collapsed due too
47
reactive power limit induced Bifufurcation at bus 50..
Signnificant reducttion in system m loading marrgin can be
identifieed for voltage dependent loadd modeling. It is important
Simulation reesults show thatt charging station capaccity to note tthat it brings a great threat too the power sysstem voltage
should be feweer than 25 ch harging spacess to stay witthin stabilityy even though it contributes less than 10% % to the total
reggulatory voltag
ge limits and tot avoid system
m augmentatio
ons. chargingg load.
If the station capacity
c increeases beyond 46, the systeems
beecome voltage unstable.
u V
VII. CONCLUSSIONS
TABLE IV A pootential EV fasst charger hass been modeleed. The load
CONSEQUENCES OF INCREASING CHARGING
C STATIO
ON CAPACITY FOR modelinng reveals thatt it has a consstant power beehavior, or a
CONSTANT PO
OWER AND VOLTAG
GE DEPENDENT LO
OAD MODELING combinaation of constaant power and exponential looad behavior
Noo of Charging
spaces
Conssequences of charg
ging with neggative . Pow wer system voltage stability sstudies have
Cable
C 3-9 loaded 999.3% MVA rating. (Upgraded by been caarried out with the develooped model. IIt has been
22
addding similar cable in Parallel). Load d Margin-0.507 identifieed that the poower system lloading margiin is greatly
24
Voltage
V at connecteed bus 0.89 p.u., Load
L Margin- influencced by the EV lload.
0.4028 The ssecond phase of this study confirms thatt the proper
Voltage
V at connecteed bus 0. 88 p.u., Cable
C 9-25 loaded
26 100.5% MVA ratin ng. (Upgraded by adding
a similar locationn of charging sstation can briing reduced syystem losses,
caable in Parallel) Lo
oad Margin-0. 305 5 higher system loadding margins and reduceed network
35
Voltage
V at connecteed bus 0. 76 p.u., Load
L Margin- reinforccement costs. H Hence, it is oof significant aadvantage if
0.0092 utilities take prior acttion to locate and/or establiish charging
Unstable
U operating point. Voltage colllapsed due to
36
reeactive power limiit induced Bifurcattion at bus 50.
stations at their preferrred network buuses.
Allow wable chargingg station capacity at a prredetermined
In case of thee constant pow
wer and voltag ge dependent lo oad networkk location is considered for the both tyypes of load
moodel, the sysstem cannot accommodate more than 22 models. System insttability occurrs when the number of
chharging spacess with the existing
e infrasstructure. Systtem chargingg spaces is inncreased beyonnd 46 for connstant power
loaading margin has significan ntly reduced compared to the load moodel. For the combined loadd model it is 35, since it
constant power load
l model casse. Integrationn of 36 numberr of reports a significantlyy lower loadinng margin as ccompared to
chharging spaces creates an unsttable system op peration. the prevvious load moodel. Hence, thhis study sugggests to plan
chargingg infrastructuree considering tthat the EV loaad behaviors
may leaads to more syystem instabiliities even beyond that for
constantt power loads iin power system ms.
 8

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Electric Vehicle Batteries," Industrial Electronics, IEEE Transactions Ph.D. from University of Waterloo, Ontario, Canada
on, vol. 54, pp. 1217-1226, 2007. in Electrical and Computer Engineering in 2002. His
[11] A. M. Chris Mi, David Wenzhong Gao. (2011, 26/09/11). Hybrid B.Sc. (Eng.) and M. Eng. Degrees are from the
electric vehicles [electronic resource] : principles and applications with University of Peradeniya, Sri Lanka, and the Asian
practical perspectives Institute of Technology, Bangkok, Thailand, in May
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Transmission & Distribution, IET, vol. 4, pp. 1151-1163. (UQ), Brisbane, Australia. Prior to joining UQ he was an associate Professor
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25, pp. 1320-1330, 2010. Tapan Kumar Saha (M’93, SM’97) was born in
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Engineering Conference (UPEC), 2010 45th International, 2010, pp. 1- and electronic) in 1982 from the Bangladesh
6. University of Engineering & Technology, Dhaka,
[16] M. Liserre, F. Blaabjerg, and S. Hansen, "Design and control of an LCL- Bangladesh, M. Tech (electrical engineering)
filter-based three-phase active rectifier," Industry Applications, IEEE in1985 from the Indian Institute of Technology,
Transactions on, vol. 41, pp. 1281-1291, 2005. New Delhi, India and PhD in 1994 from the
[17] S. Bhowmik, A. van Zyl, R. Spee, and J. H. R. Enslin, "Sensorless University of Queensland, Brisbane, Australia.
current control for active rectifiers," Industry Applications, IEEE Tapan is currently Professor of Electrical
Transactions on, vol. 33, pp. 765-773, 1997. Engineering in the School of Information Technology and Electrical
[18] P. Bauer, N. Stembridge, J. Doppler, and P. Kumar, "Battery modeling Engineering, University of Queensland, Australia. Previously he has had
and fast charging of EV," in Power Electronics and Motion Control visiting appointments for a semester at both the Royal Institute of Technology
Conference (EPE/PEMC), 2010 14th International, 2010, pp. S11-39- (KTH), Stockholm, Sweden and at the University of Newcastle (Australia).
S11-45. He is a Fellow of the Institution of Engineers, Australia. His research interests
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Applied Power Electronics Conference and Exposition, 1996. APEC '96. quality.
Conference Proceedings 1996., Eleventh Annual, 1996, pp. 26-31 vol.1.
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systems using the generalized State-space averaging method," Industrial
Electronics, IEEE Transactions on, vol. 51, pp. 992-1000, 2004.
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power electronic converter acting as load interface in AC distribution
system," in Industrial Electronics (ISIE), 2011 IEEE International
Symposium on, 2011, pp. 408-413.