1
Uncoordinated Charging Impacts of Electric
Vehicles on Electric Distribution Grids: Normal
and Fast Charging Comparison
E. Akhavan-Rezai, Student Member, IEEE, M. F. Shaaban, Student Member, IEEE, E. F. El-Saadany,
Senior Member, IEEE, and A. Zidan, Student Member, IEEE
Abstract-- Plug-in electric vehicles (PEVs) have uncertain
penetration in electric grids due to uncertainties in charging and
discharging patterns. This uncertainty together with various
driving habits makes it difficult to accurately assess the effects on
local distribution network. Extra electrical loads due
uncoordinated charging of electric vehicles have different
impacts on the local distribution grid.
This paper proposes a method to evaluate the impacts of
uncoordinated PEVs charging on the distribution grid during
peak period. Two PEVs charging scenarios are studied, including
normal and fast charging. The impact analysis is evaluated in
terms of voltage violations, power losses and line loading, which
is implemented on a real distribution system in Canada. The
results of the analysis indicate that there are significant impacts
on distribution networks due to PEVs charging, which limits the
accommodation of desired penetration levels of PEVs.
Index Terms-- Distribution networks, fast charging, load flow,
loss analysis, plug-in electric vehicle, state of charge.
I. INTRODUCTION
P lug-in electric vehicles introduce a new concept of
benefiting from electricity as the economic clean
transportation technology. They have considerably less
contribution in green house gases, and they can reduce the
dependency of expensive fossil fuels. However, due to the
effects of PEVs on power sector and the electric network
operation, utilities need to concern reliable and safe operation
of the network in presence of PEVs.
A number of studies have discussed economic costs and
benefits of PEVs on customers [1-4]. While, recently the more
important question grabs electric utilities awareness: What
impacts will PEVs have on the electric distribution network?.
According to [5], the following aspects of PEVs impact on
electric network:
Driving Pattern
Charging Characteristics (Vehicle demand Profile)
Charging timing (When they plug-in and the
magnitude and duration of charging cycle)
Vehicles penetration
The authors are with the Department of Electrical and Computer
Engineering, University of Waterloo, Waterloo, ON, Canada (e-mail:
seakhava@uwaterloo.ca).
978-1-4673-2729-9/12/$31.00 2012 IEEE
Recently, a number of researches attempt on studying the
expected PEVs impacts on electric distribution grids. Previous
studies focused primarily on either technical impacts on
distribution grids, or economical assessment and economic
incentives of PEVs. Researches that attempt on PEVs impact
develop analytical methods to evaluate the following features
of the distribution network [1-4], [6-23]:
System thermal loading
Voltage profile
Losses
Unbalanced
Transformer loss of life
Harmonic distortion
Demand response
Resource scheduling with PEVs and renewable
generation, and CHPs.
Among those, a number of studies focused on the impacts
of charging the PEVs on lines loading, such as in [8, 16, 17,
19], where a typical distribution network is analyzed
considering daily trip of the vehicles in different seasons.
In [16], a method is proposed to evaluate the load profile
imposed on a power system by grid-charging of the electric
vehicles using a large database of field-recorded driving
cycles, and parking times and locations. It applies fuzzy-logic
inference to imitate the decision-making process of a driver
when deciding to charge the electric vehicle. Another
methodology is proposed in [17] to examine the impacts of
charging PEVs on distribution transformer loading under
different charging scenarios. It proposes demand side
management solutions to overcome harmful peaks due PEVs
charging. The proposed demand management strategies enjoy
benefitting from advanced metering infrastructure (AMI) to
monitor household loads, together with a PEV control unit and
remote switches which control the ON/OFF status of PEV
outlets and household loads.
The vehicles and trip characteristics are extracted in [8]
from available travel survey data. It applies three charging
scenarios, including off-peak charging, coordinated peak
charging, and price based charging, where various PEV
charging load profiles are generated based on the raw data.
When such information is obtained through real raw data, it
can be used for deducing the vehicle-to-grid potentials.

However, there is a lack of enough recorded data on PEVs as
they rarely substitute the conventional vehicles so far. Impacts
on different charging scenarios are studied by [19] as well,
where the results indicate that without a comprehensive and
effective PEV charging control, there will be undesirable
increases in peak demands, and the existing electric network
cannot respond to these requests.
In addition of system loading behavior, number of studies
investigates loss analysis in their research [9, 14, 18]. A load
management solution is proposed by [9] based on coordinating
the charging of PEVs in a smart grid system, using a real-time
control strategy for energy loss minimization. A coordinated
charging method is proposed in [14] to minimize the power
losses and to maximize the main grid load factor using a
stochastic programming to forecast household loading. The
results of optimal coordinated analysis indicate that although
the coordinated charging of PEVs can improve power losses
and voltage deviations, in some cases grid reinforcements will
be necessary. A feasibility study is performed in [18] to
analyze optimal utilization of a real grid potential for charging
the PEVs in terms of power loss.
As the start charging time of the PEV has significant
impact on the distribution network, especially in peak demand
periods, it is necessary to either control the charging start time
by the energy price tariffs and rates, or smart charging
algorithms and infrastructures. Studies also address various
strategies that apply demand side management techniques
such as electricity ratings and smart PEV charging to provide
policy makers and stakeholders with peak control and
reduction. The impacts of time-of-use (TOU) electricity
pricing schemes on customer behaviors during peak time in
presence of PEVs are analyzed in [6]. However, the work in
[6] discuses the customer behavior based on different factors
such as seasons, PEV penetration levels and PEV charging
manners.
A method of smart charging is developed in [23] using an
aggregator profit maximization to select the optimal set point
for a PEV to start charging. The algorithm is simulated on a
hypothetical group of cars using local transport, load, and
price data.
Each study on PEVs-related issues, as they are addressed in
the previous works, provides recommendations for utilities on
how to better optimize the integration of PEVs into the
distribution network. For the analysis to be more effective and
applicable, it is required to investigate a system-specific
approach.
This paper is aimed at comparing normal and fast charging
scenarios of the PEVs in terms of network performance.
Although, the normal charging which takes long charging
period slightly affects the electric network operation, fast
charging (with higher energy demand) needs to be considered
in areas with severe weather conditions such as Canada to
avoid battery depletion. The method proposed here applies
load flow analysis in both charging scenarios with increasing
the PEVs penetration to examine how the network
performance would be violated by PEVs penetration. The
proposed method is implemented in a real distribution system
2
in Ontario, Canada.
The rest of the paper is organized as description of the
methodology used for study of the impacts of EV in section II.
It is followed by modeling of the system and plug in electric
vehicle in sections III. Eventually, the implementation results
and discussions are presented in IV.
II. METHODOLOGY
A. Problem Statement
One of the major questions being faced by the electric
utilities today is whether the existing distribution network
infrastructure would be able to serve mass introduction of
PEVs and if not, what are the necessary network requirements
and reinforcement.
PEVs have uncertain penetration in electric grids due to
uncertainties in charging and discharging patterns. This
uncertainty together with various driving habits makes it
difficult to accurately assess the effects on local distribution
network. The uncoordinated and random charging activities of
PEVs could significantly stress the distribution system
causing:
Severe voltage fluctuations and violations,
Degraded system efficiency and economy,
Increasing the likelihood of blackouts due to network
overloads.
Furthermore, the charging level of the PEVs would distress
the distribution grid to some extent. Therefore, the planners
should evaluate the maximum possible penetration of PEVs in
order to maintain seamless operation of the present network
without violating its technical constraints.
B. Proposed Method
This study considers the impact of uncoordinated charging
of electrical vehicles during daily charging cycle. The
uncoordinated charging means that the batteries of the
vehicles starts charging immediately when they are plugged in
or after an adjustable fixed start delay which is defined by the
user.
The grid performances are evaluated in terms of voltage
violation, power losses and line loading due to different PEVs
penetration levels and charging scenarios. The charging
scenarios include normal and fast charging.
The analysis starts with a base case, which is zero
penetration of PEVs, and follows by increasing the PEVs
penetration levels up to 30%. Consequently, the distribution
grid performance is evaluated according to voltage violation
and power losses, as well as, lines loading levels.
This process is applied to two different normal and fast
charging scenarios to illustrate how different charging patterns
might effect on system performance. Eventually, the optimum
possible penetration of uncoordinated PEV charging is
obtained based on the evaluations for each scenario. Fig. 1
shows the flowchart of the proposed method, which is
implemented on a real distribution system in Canada.
 3

Fig. 2. Topology of the test system

TABLE I
Test System Loading Information
Load Load # of
Bus #
Fig. 1. Flowchart of the proposed method (MW) (Mvar) Households
1 0 0 0
2 0 0 0
III. SYSTEM AND MODELING 3 0 0 0
4 6.41346 2.108 320.673
This section presents the implementation process of 5 0 0 0
applying the proposed method to a practical distribution 6 0.90306 0.51179 45.153
system. A brief explanation of the test system, including 7 0 0 0
8 3.18725 1.0476 531.2083333
topology, line and loading data is presented here. It is 9 0 0 0
followed by the details of the PEVs model, including PEVs 10 0.576 0.50798 96
11 0 0 0
characteristics and charging levels. 12 0 0 0
13 0.019 0 3.166666667
A. System under Study 14 0.34675 0.11397 57.79166667
15 0 0 0
The system under study is a practical rural distribution system 16 0 0 0
with a peak load of 16.18 MVA. The main substation at bus 1 17 0 0 0
is used to feed a rural area, and the maximum feeder capacity 18 0 0 0
19 0 0 0
is 300 A. The topology of the test system is illustrated in Fig. 20 0 0 0
2. The detailed data about line parameters and the 21 0 0 0
transformers are available in [24, 25]. Table I represent the 22 0.0475 0.01561 7.916666667
23 0.0095 0.00312 1.583333333
active and reactive power as well as the number of households 24 0 0 0
correspond to each load point of the system. 25 0.28975 0.09524 48.29166667
Since it is not easy to have the exact number of households 26 0 0 0
27 0.152 0.04996 25.33333333
in each load points of the distribution feeder, it is estimated 28 0 0 0
based on the statistics in [26]. According to [26], typical 29 0 0 0
30 0.19475 0.06401 32.45833333
power requirement of a residential household is 5-7kW. The 31 0.51775 0.17018 86.29166667
authors assume the average of 6kW for each household in this 32 0 0 0
study. As this is a rural distribution system, it is further 33 0 0 0
34 0.20425 0.06713 34.04166667
assumed that the residential loads are the dominant load type 35 0 0 0
and only the beginning of the feeder includes all three load 36 0.8075 0.02654 134.5833333
37 0.1045 0.03434 17.41666667
types of residential, commercial, and industrial. While the 38 0 0 0
remained part covers the residential loads only. 39 0 0 0
40 0 0 0
41 0.71193 0.71193 118.655
B. PEV Characteristics
According to National Household Travel Survey (NHTS), TABLE II
there are four different PEV types [27]. The type name, the Different Type of PEVs with Charging Power Demand
percentage, and the total charging energy demands are shown Type Percentage
PEV-20 PEV-30 PEV-40
in Table II considering 20, 30, and 40 miles possible driving (kWh) (kWh) (kWh)
with electric energy. Compact Sedan 60.85% 6.51 9.765 13.02
Mid-size Sedan 11.94% 7.21 10.815 14.42
Mid-size SUV 13.1% 8.75 13.125 17.5
Full-size Sedan 14.11% 10.15 15.225 20.3
 4

C. PEV Chargin ng Levels Conssidering all thhe mentionedd assumptionss, the extra
For estimating the power consumption of the PEV, the loading due PEV charging in eachh residential lload can be
traavel patterns sh
hould be takenn into account. EPRI introdu uced expresseed as (1):
thrree levels of ch
harging standaard which is ap pplicable in No orth
Am merica [28]. Charging leveel has a direct effect on the Pres,ii = PLi + PPEVi (1)
chharging time length. Three ch harging levels of EPRI stand dard
is illustrated in Table III. Thiis study consid ders the two first
f
chharging levels only
o which aree the standard household outtlets Where, Presi represennts the total ppower demandd in the ith
off 110 V/15 A and 240 V/30 0 A, known ass normal and fast f residenttial load, andd PLi and PPEEVi represents the power
chharging respectively. Accordiing to PEVs manufacturers
m suuch demandd of residentiall load and thee correspond P PEV of that
as Chevrolet [29 9], 2nd level charger
c is preeferred for sevvere load.
weeather conditio ons, and is exppected to be th he most comm mon Moreeover, the pow wer demand oof the PEVs would vary
chharger used in Canada.
C This iss due to the fasst depletion of the based onn the PEV chaarging level annd PEVs penetration. This
veehicle battery as a result off extra loading g of keeping the variationn is mathematiically represennted in (2):
veehicle in comfoortable temperaature for the paassengers.
Besides, vehiicles with high her state of ch harge (SOC) the
1.44 A% N PEV ,i for normal ch argging
peercentage of remmained charge when the vehiicle arrives from ma PPEV ,i = (2)
daaily trip are charged
c in a shorter
s time. In
I this study it is 6 A%N PPEV ,i for ffast ch arg ing
asssumed that thee SOC is zero anda there is no o charge remain ned
whhen the vehiclee is plugged in.. Where AA% is the PEVV penetration, aand NPEV,i is thhe number of
vehicle per household which is equaal 1.86 accordinng to [30].
TABBLE III
EPRI Standard on Threee Charging Level of
o PEV
Charging V. IMPLEMENTTATION RESULTTS AND DISCUSSSIONS
IV
Specification
Level The results of im mplementation the proposedd method is
1 120 VAC, 15
5A (12A), Single-p
phase, 1.44 kW/h presenteed in this sectiion. The load fflow analysis iis performed
2 240 VAC, 40A
4 (30A), Singlee-phase, 6kW/h based oon Newton-Raaphson methood to assess the voltage
deviatioons and the pow wer losses in tthe distributionn test system
3 480 VAC
C, Three-phase, 60
0-150 kW/h
due unccoordinated PEVs chargingg, including tw wo charging
D. Number of PE EV Estimation and Charging g Time level sceenario: 1st leveel (12A, 1.44 kkW/h), and 2ndd level (30A,
6 kW//h). The anaalysis consideers the worsst case of
Nuumber of vehiccles per househ hold is another factor that sho ould uncoorddinated PEVs ccharging in peaak demand onlyy.
bee considered in this anallysis. Accordiing to Natio onal It staarts with the baase case load fflow on the syystem, which
Hoousehold Trav vel Survey (N NHTS), [30], there are 1.86 1
is normaal loading in ppeak demand w with zero penettration of the
veehicles per houssehold.
PEVs annd follows by increasing the PEVs penetration as 5%,
On the other hand, chargin ng start time, ata which vehiccles
15%, 255%, and 30%.. The load flow w analysis is repeated for
aree plugged in, impacts
i the neetwork perform mance. The NH HTS
both noormal and fastt charging levels. Figs. 4-6 address the
exxtracted the arriival statistics of
o the vehicles in North Amerrica
results oof the load floww analysis.
whhich is illustratted in Fig. 3, [330]. This statisstics indicates that
t
Accoording to Figg. 4, maximum m voltage deeviation due
moore vehicles arrrive between 4pm-8pm. Th his interval meeets
normal charging of P PEVs (level 1) reaches up too 6% in few
thee peak electricity demands which happen n around 6-9p pm.
load poiints of the systtem (load poinnts at the end oof the system
Thherefore, it is essential to be b taken in to o account in the
only), annd in 15% PEV V penetration oor more. Whilee, increasing
annalysis as well.
the pennetration of PE EVs in fast chharging scenarrio (level 2)
indicatees a significantt increase in vooltage digressiions. As it is
illustrateed in Fig. 5, ffor the penetraation of 25% and 30% of
PEV unncoordinated chharging the volltage drops 6% %-8% in 50%
of loadd points whicch is significcantly violatedd from the
minimum um acceptable vvoltage threshoold.
Furthhermore, Fig. 6 compares thhe maximum vvoltage drop
due diffferent PEV ppenetrations iin both norm mal and fast
chargingg scenarios. T The maximum m voltage dropp in normal
chargingg reaches to 00.943 p.u. Whiile, for the fastt charging it
drops drramatically to 00.931 p.u.

Fig. 3. Arriv
val time distributio
on of vehicles in North
N America
 5

the disstribution systtem to mainntain the dessirable grid

performmance. The loadd flow simulattion includes nnetwork loss
analysiss as well to dem
monstrate how the network w would affects
of PEV charging in terrms of power lloss. As can bee seen in Fig.
7, the neetwork losses iincrease signifficantly with inncreasing the
PEV peenetration due 2nd level charrging (fast chaarging). The
ratio of the losses to tthe total energyy demand of thhe system is
summarrized in Table IV. Regardingg the engineerring practice
of maxiimum 3% for acceptable loosses in the neetwork, it is
deducedd that the norm rmal charging does not viollate the loss
thresholld. However, in case of faast charging tthe network
losses rreach to more than 5% in hhigh penetratioon of PEVs
(30% peenetration).

Fig. 4. Results of load flow anaalysis: Normal Chaarging Scenario

Fig. 7. Networkk power losses duee different penetrattion

TABLE IV
Loss to total energy demand ratio
PEV C
Charging level 1 Charging llevel 2
P
Penetration (N
Normal Charging)) (Fast Charrging)
0% 2.72% 2.72%
%
5% 2.79% 3.04%
%
15% 2.95% 3.76%
%
ults of load flow an
Fig. 5. Resu nalysis: Fast Charg
ging Scenario 25% 3.12% 4.57%
%
30% 3.19% 5.2%

Besiddes of load fflow analysis, the line loading of the

system due two chharging scenarrios and diffferent PEVs
penetrattion are furthther examinedd to assess impacts of
uncoorddinated charginng in peak tim
me on total enerrgy demand.
Consideering 300 A and 27.5 kV as the base current and
voltage of the test sysstem and 14.5 kW peak dem mand (as can
be seenn in Fig. 8), itt is simply viisible that in uunity power
factor, the system is operating in full load with zero
penetrattion of PEVs (ssee (3)).

P = 3 V . I . cos (3)

As itt is illustratedd in Fig. 8, thhe line loadingg reaches to

Fig. 6. Maximum voltage drop
p due different PE
EV penetration around 18 kW and 200 kW due fast charging of 255% and 30%
PEV peenetration respectively. Thiis condition exposes the
Not only the voltage deviattions but also the power lossses, system tto huge loadinng during the ppeak demand. T This loading
off the grid voltaage are essentiaal parameter fo
or the operatorr of amount violates the acceptable shhort period liine loading.
 6

W
While, in normal charging the maximum loading reaches only o [5] R. CC. Green II, L. W Wang, M. Alam, The Impact of P Plug-in Hybrid
Elecctric Vehicles on Distribution Netw works: a Review and Outlook,
to less than 16 kWW in PEV peneetration of 30% %. IEEE E Power and Enerrgy Society Generaal Meeting, 2010.
From the persspective of feeeder loading thhe fast charging
g is [6] S. S hao, T. Zhang, MM. Pipattanasomporrn,, S. Rahman, IImpact of TOU
praactical only for less than n 15% penetrration of PE EVs. Ratees on Distributioon Load Shapes in a Smart Griid with PHEV
Peneetration, in Proc . IEEE Transmisssion and Distribuution Conf. and
Hoowever, for no ormal chargingg up to 25% PE EV penetrationn is Expoosition, New Orleaans, LA, April 20110.
appplicable for a short perio od of chargin ng. These resu ults [7] S. BBabaei, D. Steen, L. A. Tuan, O. C Carlson, L. Bertliing, Effects of
inddicate that foor fast charginng scenario th he uncoordinaated Plugg-in Electric Vehhicles on Distribuution Systems: A Real Case of
chharging is not applicable
a in wiide range of PEEV penetration
ns. Gothhenburg, IEEE C Conf., Innovative SSmart Grid Technoologies Europe,
20100.
[8] Z. D
Darabi, M. Ferdow wsi, Aggregated Impact of Plug-in Hybrid Electric
Vehhicles on Electriccity Demand Proofile, IEEE Tranns. Sustainable
Enerrgy, VOL. 2, NO. 4, October 2011, ppp. 501-508.
[9] S. D
Deilami, A. S. Massoum, P. S. Mosess, M. A. S. Masouum, Real-Time
Cooordination of Plugg-In Electric Vehiicle Charging in Smart Grids to
Minnimize Power Lossses and Improvee Voltage Profile, IEEE Trans.
Smaart Grid, VOL. 2, N NO. 3, September 2011, pp. 456-4677.
[10] A. AAshtari, E. Bibeauu, S. Shahidinejaad, T. Molinski, PEV Charging
Proffile Prediction andd Analysis Based on Vehicle Usagge Data, IEEE
Tranns. Smart Grid, 20011. Pp. 1-10.
[11] V. MMarano, G. Rizzooni, Energy and E Economic Evaluaation of PHEVs
and their Interaction with Renewable Energy Sources and the Power
Gridd, in Proc. IEEE IInternational Conf
nference on Vehicuular Electronics
and Safety, Columbuss, OH, USA. Septeember 2008.
[12] P. T
Tulpule, V. Maranno, S. Yurkovichy, G. Rizzoni, Ennergy Economic
Anaalysis of PV basedd Charging Stationn at Workplace Paarking Garage,
in Prroc. IEEE Energytthech, 2011.
[13] J. Taaylor, A. Maitra, M
M. Alexander, D. Brooks, M. Duvaall, Evaluation
of tthe Impact of Pllug-in Electric V Vehicle Loading oon Distribution
Systtem Operations, IIEEE Power and E Energy Society Geeneral Meeting,
Fig. 8. Netwo
ork total demand due
d different penetrration of PEVs. 20099.
[14] K. CClement-Nyns, E. H Haesen, J. Driesenn, The Impact of Charging Plug-
In HHybrid Electric Veehicles on a Residdential Distributioon Grid, IEEE
V. CON
NCLUSION
Tranns.Power Systems,, VOL. 25, NO. 1, February 2010, ppp. 371-380.
This study considered the integration off plug-in elecctric [15] J. G
G. Vlachogiannis, Probabilistic Connstrained Load Floow Considering
Integgration of Wind Power Generation and Electric V Vehicles, IEEE
veehicles to the distribution grid
d. The impacts of uncoordinaated Tranns.Power Systems,, VOL. 24, NO. 4, November 2009, pp. 1808-1817.
chharging were ev valuated on a real test feedeer in Canada. TheT [16] S. S
Shahidinejad, S. Fiilizadeh, E. Bibeaau, Profile of Chaarging Load on
annalysis was performed in term ms of voltage drop,
d power lossses the G
Grid Due to Plug-iin Vehicles, IEEE E Trans. Smart Grrid, 2011, pp. 1-
7.
annd line loading to address how w different charrging scenarioss of [17] S. S
Shao, M. Pipattanaasomporn, Saifur Rahman, Challeenges of PHEV
PEEV charging would
w violate the network performance. To Peneetration to the Residential Distributtion Network, IE
EEE Power and
revveal a true picture
p of grradually variattions on systtem Enerrgy Society Generral Meeting, 2009.
peerformance, different penettrations of PEVs P which are [18] A. HHajimiragha, C. AA. Canizares, M. WW. Fowler, A. Elkamel, Optimal
Trannsition to Plug-Inn Hybrid Electricc Vehicles in Onntario, Canada,
unncoordinated charging
c in peak
p demand were taken into i Connsidering the Elecctricity-Grid Limittations, IEEE Trrans, Industrial
account. Elecctronics, VOL. 57,, NO. 2, February 2010, pp. 690-7011.
The results of the analy ysis illustrateed that in high
h [19] Leonnor Trovao, Hum mberto M. Jorge, Power Demand Impacts of the
Charrging of Electric Vehicles on the P Power Distributionn Network in a
peenetration of PEVs the un ncoordinated charging
c violaated Resiidential Area, IEEEE Proceedings of the 3rd Interrnational Youth
system performaance and it iss not applicab ble for a pressent Conf
nference on Energeetics, 2011.
disstribution netw
work. The find dings also high hlighted the need [20] M. MMallette, G. Venkkataramanan, Thee Role of Plug-In H Hybrid Electric
Vehhicles in Demand Response and Beeyond, IEEE Traansmission and
forr applying loaad managemen nt practices forr residential PEV
P Disttribution Conferennce and Expositionn, 2010.
chharging, especcially in fast charging sccenario to av void [21] A. YY. Saber, G. K. Venayagamoorthyy, Resource Schheduling Under
exxcessive systemm stresses and losses. Unccertainty in a Smaart Grid with Rennewables and Plug-in Vehicles,
IEEE E System Journal,, 2011, pp. 1-7.
[22] S. A
Acha, T. C. Greenn, N. Shah, Effeccts of Optimized Plug-in Hybrid
VI. REFFERENCES Vehhicle Charging Strrategies on Electriic Distribution Neetwork Losses,
[1] A. Simpson, Cost-Benefit Anallysis of Plug-In Hy ybrid Electric Veh
hicle IEEE E Transmission annd Distribution Coonference and Expposition, 2010.
Technology, National Renew wable Energy Laboratory,
L in 22nd
2 [23] E. SSortomme, M. A.. El-Sharkawi, O Optimal Chargingg Strategies for
International Battery, Hybrid andd Fuel Cell Electric Vehicle Sympossium Uniddirectional Vehiclee-to-Grid, IEEE Trans. Smart Gridd, VOL. 2, NO. 1,
MAR
RCH 2011, pp. 131-1138.
and Exhibition (EVS-22), Yokoh hama, Japan, Octob ber 2328, 2006.
[24] Y. MM. Atwa, E. F. El-Saadany, M. M M. A. Salama, RR. Seethapathy,
[2] M. J. Scott, M. M Kintner-Meyerr, D. B. Elliot, anda W. M. Warw wick,
Opptimal Renewable Resources Mix for Distribution S System Energy
Impacts assesssment of plug-in n hybrid electric vehicles on elecctric
Losss Minimization, IEEE Trans.Pow wer Systems, VOL. 25, NO. 1,
gional U.S. power grids: Part 2: Econ
utilities and reg nomic assessment, in
Febrruary 2010, pp. 3660-370.
10th Annual EU UEC Conference, Tucson, AZ, Jan. 2007.
2
[25] Y. M
M. Atwa, Distribbution System Plannning and Reliabillity Assessment
[3] S. L. Judd, T. J. Overbye, An Evaluation of PH HEV Contribution ns to
undeer High DG Pennetration, PhD tthesis, Electrical and Computer
Power System m Disturbances annd Economics, 40th 4 North Amerrican
Engiineering Universiity of Watreloo, 20010.
Power Symposiium, 2008.
[26] M. UUzunoglu, M. S. A Alam, Senior Mem mber, IEEE, Dynaamic Modeling,
[4] M Hajian, H. Zareipour, W. D. Rosehart, Envirronmental Benefitts of
Desiign, and Simulaation of a Com mbined PEM F Fuel Cell and
Plug-in Hybrid Electric Vehicles: the Case of Albeerta, IEEE Power and
Ultraacapacitor System
m for Stand-Alone Residential Appliications, IEEE
Energy Society General Meeting,, 2009.
 7

Trans. Energy Conversion, VOL. 21, NO. 3, September 2006, pp. 767-
775.
[27] 2001 National Household Travel Survey User Guide, 2004.
[28] Plug-in electrical Vehicle Infrastructure Installation Guidelines, EPRI
report, Volume 1: Multi-Family Dwellings, September 2009.
[29] Chevrolet plug in electric vehicle website, URL is available at:
http://www.chevrolet.com/volt-electric-car/
[30] 2009 National Household Travel Survey: Summary of Travel Trends,
2011.

VII. BIOGRAPHIES
Elham Akhavan-Rezai(S08) was born in Tehran, Iran, 1982. She received
her BS from Gilan University, Rasht, Iran in 2005, and her M.Sc from Islamic
Azad University, Tehran-South Branch, Iran, in electrical engineering. She is
currently pursuing the Ph.D. degree in the Department of Electrical and
Computer Engineering, University of Waterloo, Waterloo, ON, Canada.
Her research interests include power distribution system reliability, plug-in
electric vehicles, smart grid and distribution automation, and data mining
applications in distribution grids.
Mostafa F. Shaaban(S11) was born in Virginia, USA, 1982. He received the
B.Sc. and M.Sc. degrees from Ain Shams University, Cairo, Egypt in 2004
and 2008 respectively, both in electrical engineering. He is currently pursuing
the Ph.D. degree in the Department of Electrical and Computer Engineering,
University of Waterloo, Waterloo, ON, Canada.
His research interests include electrical machines, reliability, renewable DG,
distribution system planning, electric vehicles, storage systems and smart grid.
E. F. El-Saadany (SM05) was born in Cairo, Egypt, in 1964. He received the
B.Sc. and M.Sc. degrees in electrical engineering from Ain Shams University,
Cairo, Egypt, in 1986 and 1990, respectively, and the Ph.D. degree in
electrical engineering from the University of Waterloo, Waterloo, ON,
Canada, in 1998.
Currently, he is a professor in the Department of Electrical and Computer
Engineering, University of Waterloo. His research interests are distribution
system control and operation, power quality, distributed generation, power
electronics, digital signal processing applications to power systems, and
mechatronics.
AboelsoodZidan(S11) was born in Sohag, Egypt, in 1982. He received
B.Sc. and M.Sc. degrees from AssiutUniversity, Assiut, Egypt, in 2004
and 2007, respectively, both in electrical engineering. He is currently
pursuing a Ph.D. degree in the Department of Electrical and Computer
Engineering, University of Waterloo, Waterloo, ON, Canada.
His research interests include distribution automation, renewable DG,
distribution system planning, and smart grids.