2030
3, MAY/JUNE 2015
A Controllable Local Peak-Shaving Strategy for
Effective Utilization of PEV Battery Capacity
for Distribution Network Support
M. J. E. Alam, Student Member, IEEE, Kashem M. Muttaqi, Senior Member, IEEE, and
Danny Sutanto, Senior Member, IEEE
Abstract—Plug-in electric vehicles (PEVs) have a potential
amount of battery energy storage capacity, which is not fully
utilized in regular day-to-day travels. The utilization of spare PEV
battery capacity for grid support applications using vehicle-to-
grid concept is becoming popular. Depending on the stress on the
grid during peak load periods, a small amount of peak-shaving
support from the PEVs in a feeder can be useful in terms of grid
support. However, as the PEV batteries have limited capacity and
the capacity usage is also constrained by travel requirements, a
strategy is proposed in this paper for an effective utilization of the
available PEV battery capacity for peak shaving. A controllable
discharging pattern is developed to most utilize the limited PEV
battery capacity when peak shaving is most valuable based on
the demand pattern. To ensure an effective use of the available
PEV battery capacity for travel, which is the main usage of the
PEVs, and for grid support application, dynamic adjustments
in PEV discharging rates are made. The effectiveness of the
proposed strategy is tested using a real distribution system in
Australia and based on practical PEV data.
Index Terms—Controllable peak shaving, discharging control,
distribution network support, plug-in electric vehicles (PEVs),
voltage regulator.
I. I NTRODUCTION
T HE idea of supporting an electric grid using the stored
energy in plug-in electric vehicle (PEV) batteries is be-
coming popular, as reported in [1]–[5]. Although PEV charging
can impose an additional burden [6]–[9] on the distribution
system leading to new challenges for power system engineers
[10], methods [11] are being adopted for coordinated charging
to reduce the stress on the grid. Once charged, the PEVs can
run for a certain range in terms of distance. Studies show that
vehicles, on average, travel only during a small portion of the
day and, the rest of the time, they are in parked position [12].
Furthermore, in developed countries where PEVs are usually
adopted first, most families will have more than one car, and
one or more of these cars parked at home can be a PEV car.
Manuscript received July 1, 2014; accepted October 17, 2014. Date of
publication November 12, 2014; date of current version May 15, 2015. Paper
2014-PSEC-0385, presented at the 2014 IEEE Industry Applications Society
Annual Meeting, Vancouver, BC, Canada, October 5–9, and approved for
publication in the IEEE T RANSACTIONS ON I NDUSTRY A PPLICATIONS by
the Power Systems Engineering Committee of the IEEE Industry Application
Society.
The authors are with the University of Wollongong, Wollongong, N.S.W.
2522, Australia (e-mail: mjea982@uowmail.edu.au; kashem@uow.edu.au;
soetanto@uow.edu.au).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIA.2014.2369823
0093-9994 © 2014 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.
IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 51, NO.
As the typical travel length per day of the PEV is normally less
than the range of the PEV, some of the stored energy of the
car parked at home can be used in supporting the load at the
PEV owner’s home. As the electricity price is high during peak
load periods, the support provided from the PEV battery could
be valuable and economically justifiable for the PEV owner.
Apart from the direct benefit to the PEV owner, the local load
support from the PEV batteries at multiple customer premises
in a feeder can bring different system support benefits, such
as network voltage improvement, zone-substation, conductor
loading reduction, etc. If a distribution system contains voltage
regulators, the improvement of voltage during the peak load
period can also reduce the tap operation of the regulator. With
a forecast of 20 million PEVs on the road by 2020 [13], it
is anticipated that the number of PEV users will be increased
from day to day. Therefore, it would be essential to consider
how to effectively utilize the potential of PEVs for grid support
applications.
Supporting the peak load locally from PEV battery can be
implemented using a suitable peak-shaving strategy. Different
types of peak-shaving strategy are reported in literature [14],
[15]. As the stress in the distribution grid varies depending
on the pattern of the peak period load profile, the value of
peak shaving would not be the same throughout the whole
peak period. Peak shaving would be most useful during the
occurrence of the maximum load demand, whereas it would be
comparatively less useful during the periods before and after the
occurrence of the maximum load demand. Therefore, it would
be more useful to deploy a variable peak-shaving strategy,
as compared to a constant peak-shaving support. A strategy
for regulated charging for hybrid electric vehicles has been
proposed in [16] to minimize the load variance in a household
smart microgrid. In a previous work [17] by the authors, a
strategy for the effective usage of the battery capacity integrated
with rooftop PV systems for PV impact mitigation and evening
peak load support has been developed. However, the possibility
of developing a strategy that can ensure a controllable and
effective usage pattern of the PEV battery capacity for peak-
shaving support is yet to be explored.
The main contribution of this paper is the development of
an intelligent strategy to effectively utilize the available PEV
battery capacity in a controlled fashion for local peak load
shaving at PEV owners’ households. With such a strategy,
the collective contribution of individual PEVs in a distribu-
tion system can provide system benefits during the peak load
ALAM et al.: LOCAL PEAK-SHAVING STRATEGY FOR EFFECTIVE UTILIZATION OF PEV BATTERY CAPACITY
Fig. 1. Conceptual diagram for using PEV for local peak shaving. (a) Con-
nection of a PEV with the household mains. (b) Number of PEVs connected to
a distribution system containing a voltage regulator.
period. The proposed strategy can determine the appropriate
discharging rates for a controlled usage of PEV battery capacity
to provide a variable level of peak-shaving support, ensuring
the maximum level of support during the maximum peak load
period, when the peak shaving is most valuable. To account for
the interventions in the discharging operation caused by travels,
the PEV discharging currents will be dynamically adjusted to
ensure an effective utilization of the available battery capacity.
Another contribution of this paper is a peak-shaving index (PSI)
that can be used to assess how the available capacity of the PEV
battery influences the peak-shaving performance. Results from
the simulation of the proposed peak-shaving strategy, using a
real distribution system model in Australia and realistic PEV
data, demonstrate that the proposed strategy can provide a
maximum level of peak-shaving support during the peak load
when it is most valuable. The combined support available from
a number of PEVs in the network can provide a significant
network support by decreasing the zone-substation loading,
improving network voltage, and reducing voltage regulator
operation. The study also takes into account the random nature
of the arrival time and the SoC level of a PEV, and the number
of PEVs connected to the system.
II. P EAK L OAD S HAVING S TRATEGY FOR E FFECTIVE
U TILIZATION OF L IMITED P EV BATTERY C APACITY
A conceptual diagram of a parked PEV connected to the
coupling point of the household and the distribution grid is
shown in Fig. 1(a). Using a suitable strategy, the PEV batteries
can be utilized for peak load shaving of the household. When
the peak-shaving support is available from numerous PEVs in
the feeder, as shown in Fig. 1(b), this would be able to provide
a significant peak load support for the distribution system.
With an appreciable voltage support, the PEV resources
may aid to reduce the tap operations of the network voltage
regulators. It is expected that all of the customers in a feeder
2031
Fig. 2. Development of a variable peak-shaving control strategy. (a) Load
demand profile. (b) Control of PEV discharging current in relation to PEV SoC.
may not have PEVs, and all of the PEVs in the feeder may not
be present during the peak-shaving period.
As the PEV battery capacity is limited in nature, a method is
necessary to effectively utilize it for peak-shaving application.
A discharging control strategy leading to an effective utilization
of the PEV battery is developed in the following.
A. Development of a Variable Peak-Shaving Strategy for
Effective Utilization of PEV Battery Capacity
In the simplest way, a peak-shaving strategy can be imple-
mented by injecting power from the PEV battery when the
power import from the grid by a customer exceeds a threshold
level. However, the benefit of peak shaving at the beginning
and ending of the peak load period would be less significant
than the benefit of peak shaving at the middle of the peak
load period because the stress on the distribution system is
usually the highest during the middle of the peak load period.
Therefore, an effective utilization of PEV battery capacity for
peak shaving can be performed by shaving the peak load at the
maximum level during the middle of the peak load period while
reducing the peak-shaving level before and after the occurrence
of the peak load. To consider the maximum load demand in the
peak load period in designing a variable peak-shaving strategy,
a PSI is defined as the ratio of the power injected by PEV
battery PPEV to the maximum demand of the customer facility
Pdem−max , as given in the following:
PPEV−max IPEV−max × VPEV−nom
PSI = = . (1)
Pdem−max Pdem−max
For a given customer demand profile, the maximum value of
PSI will depend on the available capacity of the PEV battery,
the duration of the peak-shaving support, and the usage pattern
of PEV battery capacity in peak shaving. To ensure a wise
utilization of PEV battery capacity, a usage pattern is adopted,
where the maximum level of peak shaving is performed at the
middle of the peak load period, as shown in Fig. 2(a). The
discharging rates of the PEV battery for such utilization pattern
2032 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 51, NO. 3, MAY/JUNE 2015

are obtained using the expression given in (2), shown at the

PEV
bottom of the page, where IDsch is the PEV charging current in
PEV
ampere, ωDsch is the rate of change of the discharging current in
ampere per unit of time to follow the user-defined discharging
profile, Δt is the time difference between two time instants,
SoCPEV is the state of charge of the PEV battery in per unit of
the rated capacity in ampere-hour, SoCHH is the available SoC
of the battery in per unit when it starts the peak-shaving support,
SoCLL is the discharge limit for peak-shaving operation in per
unit, and CDsch−a and CDsch−b are two thresholds of SoC in
per unit defining the shape of the user-defined charging profile.
PEV PEV
The values of the parameters IDsch−max and ωChg need to be
such that the discharging rates determined using (2) ensure that
the available PEV battery capacity is totally utilized during the
intended discharging period while maintaining the specific pat-
tern of the discharging profile. A system of nonlinear equations,
as given in (3), developed based on the geometric relationships
of the discharging profile in Fig. 2(b) is used to determine the
parameter values. The first equation in (3) is related to the
capacity discharged during the period when the discharging
rate increases from zero to the maximum value, and the second
equation is related to the capacity discharged during the period Fig. 3. (a) Effect of available energy level (SoCHH ) on PSI at different
TDsch . (b) Effect of PSI on TDsch at different levels of available energy
when the discharging rate is constant (SoCHH ).
 PEV 2
0.5 IDsch−max
= C PEV (SoCHH − CDsch−a ) need to be able to run before the next charging, as given in the
FTime × ωDsch
PEV
following:
 PEV 
2IDsch−max
TDsch − nday × (lavg + linc ) × ηPEV
FTime × ωDsch
PEV
SoCLL = SoCmin + (5)
C PEV−kWh
× IDsch−max = C PEV (CDsch−a − CDsch−b )
PEV

(3) where SoCmin is the manufacturer specified lowest limit of SoC

where C PEV is the rated capacity of the PEV battery in ampere-
hour, TDsch is the intended discharging period in hour, and
FTime is a conversion factor to convert the unit of time to hour
from the unit of time used in (2); if the unit of time in (2) is
minute or second, FTime will be 60 or 3600, respectively. The
limits CDsch−a and CDsch−b are obtained using user-defined
parameters KDsch−a and KDsch−b (in per unit) that set the
proportions of the available capacity of the PEV battery to be
spent during the time when the discharging rate is increasing
and when the discharging rate is constant, as given in the
following:
CDsch−a = SoCHH − (SoCHH − SoCLL ) × KDsch−a
CDsch−b = CDsch−a − (SoCHH − SoCLL ) × KDsch−b . (4)
The value of SoCLL for a PEV battery will depend on how
much energy will have to be retained for the travels before
the next charging opportunity. In this paper, the SoCLL value
is obtained using the number of days for which the PEV will
in a charging–discharging cycle, nday is the number of days for
which the PEV capacity has to be buffered, lavg is the average
travel length per day in kilometers, linc is any incidental travel
(to hospital, police station, etc.) in kilometers, ηPEV is the PEV
fuel economy in kilowatt hour per kilometer, and C PEV−kWh is
the rated battery capacity in kilowatt hour.
For a given value of TDsch , the value of PSI will vary with
the level of SoCHH . The values of PSI for different values of
SoCHH are obtained using (1)–(3) and are plotted in Fig. 3(a)
to show the impact of available capacity on the peak-shaving
performance. For an intended value of PSI, the value of TDsch
will vary with the available capacity SoCHH , as given in (6).
The variations of TDsch for the variation of PSI are obtained
using (1) and (6) and are plotted in Fig. 3(b)
TDsch
 
(SoCHH −CDsch−a ) (CDsch−a −CDsch−b )
=C PEV
× 2 PEV
+ PEV
.
IDsch−max IDsch−max
(6)

⎧ PEV
⎪
⎪ I (k − 1) + ωDsch
PEV
Δt, if SoCHH ≥ SoCPEV (k − 1) ≥ CDsch−a
⎨ Dsch
PEV I PEV
Dsch−max , if CDsch−a > SoCPEV (k − 1) > CDsch−b
IDsch (k) = (2)
⎪ IDsch
⎪
PEV
(k − 1) − ωDsch
PEV
Δt, if CDsch−b ≥ SoCPEV (k − 1) > SoCLL
⎩
0, if SoCPEV (k − 1) ≤ SoCLL
ALAM et al.: LOCAL PEAK-SHAVING STRATEGY FOR EFFECTIVE UTILIZATION OF PEV BATTERY CAPACITY 2033

Fig. 5. Control of PEV battery discharging operation for peak load shaving
Fig. 4. Adjustment of PEV discharge current. (a) PEV parked at home and support.
out for travel. (b) PEV discharging current. (c) PEV SoC.

The selection of PSI or TDsch can be performed at user’s dis-

cretion depending on the analysis of historical demand curves.

B. Adjustment of PEV Battery Discharging Current to

Account for Incidental Travel
A PEV may need to go out for an incidental travel during
the peak-shaving operation, as shown in Fig. 4(a). Therefore,
during this time, the peak-shaving support will not be available.
Again, due to the travel, the SoC level will be depleted. Fig. 4(b)
shows the reference discharging rate of the PEV battery ob-
Fig. 6. Practical distribution system in Australia.
tained using (2) and (3), and Fig. 4(c) shows the reference SoC
level that resulted from the reference discharging rates. At the C. Control Strategy for PEV Discharging
end of the travel when the PEV is returned home and plugged in
According to the user’s discretion, the proposed strategy can
for peak-shaving support, the SoC of the battery is depleted to a
provide peak-shaving support using two methods: one is PSI
lower level than before, as shown in Fig. 4(c). Therefore, when
control, and the other is TDsch control, as shown in Fig. 5. In
the PEV is returned home, if the discharging rate is not adjusted,
PSI control, the user can input the level of PSI needed, and the
enough battery capacity will not be available to support the
control system will then determine the discharging period and
customer load during the peak-shaving interval TDsch .
the reference discharging rates based on the specified PSI and
With necessary adjustment, the capacity spent for peak-
the SoCHH . For TDsch control, the discharging time is specified
shaving operation can be reduced so that the support can be
by the user, and the control system determines the discharging
continued in a better way over the intended peak-shaving pe-
parameters based on the SoCHH level. The PEV management
riod. The amount of adjustment in the PEV discharging current
system continuously monitors if there is any deviation between
can be obtained by spreading the battery capacity spent during
the reference SoC level and the actual SoC level of the PEV.
the travel over the rest of the intended peak-shaving period. The
If no deviation is found, discharging is performed using the
expression for discharging rate adjustment is given as follows
reference charging rates obtained using (2). If any deviation is
for a given kth instant of time:
found, a dynamic adjustment is made in the discharging rate
using (7), and then, discharging is performed using the adjusted
PEV PEV
IDsch−adj (k) = IDsch (k) discharging rate.


C PEV×FTime× SoCPEV PEV
ref (k)−SoCact (k)
− III. C ASE S TUDIES
TDsch−R(k)
A distribution network containing medium- and low-voltage
I PEV (k) × Δt feeders has been extracted from a New South Wales Distribu-
SoCPEV
act (k) = SoCPEV
act (k − 1) − Dsch (7)
C PEV × FTime tion system in Australia to investigate the applicability of the
proposed mitigation strategy. This is an 80-km-long 11-kV rural
where TDsch−R (k) is the remaining discharging period at the network containing voltage regulators. A single line diagram of
kth instant. the network is shown in Fig. 6.
2034
TABLE I
DATA OF A TYPICAL AUSTRALIAN L OW-VOLTAGE F EEDER
TABLE II
PEV DATA U SED FOR S IMULATION
Fig. 7. (a) PEV home arrival time selected randomly using 19:00 hour as the
mean arrival time. (b) Randomly selected SoC levels between 60% and 80%.
The LV feeder data used for analysis are presented in Table I.
For the analysis of the proposed peak load shaving strategy on
the network level, the LV feeders connected to bus 29, 30, and
31 have considered forming a cluster where all of the customers
have PEV. The selection of these LV feeders also provides an
advantage of investigating the impact of the proposed peak-
shaving strategy on voltage regulator operation as these feeders
are at the downstream of the voltage regulator REG3. The
load profile data are obtained from a real load demand curve
captured by an Australian distribution utility. The PEVs are
simulated using specifications given in Table II, based on a
Nissan Leaf [18]. The SoCLL for the PEV is determined using
(5) based on a 30-km/day travel and an incidental 10-km travel.
The 30-km/day travel assumption is based on the driving habit
statistics reported in [19].
The PEV home arrival times are selected randomly using
a normal standard distribution with a mean arrival time of
19:00 hours, as shown in Fig. 7(a). The SoC levels of the PEV
batteries are selected randomly between 60% and 80% using a
uniform distribution, as shown in Fig. 7(b).
The control of the PEV-based peak shaving is performed in
this paper using a TDsch control to investigate how PSI varies
with different levels of SoCHH . The duration of the discharge
period TDsch is selected as 4 h, starting from 19:30 hours to
23:30 hours, based on the load demand profile of a household
IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 51, NO. 3, MAY/JUNE 2015
Fig. 8. Variable peak-shaving support at the PEV owner’s household. (a) Load
demand and power discharged from the PEV battery. (b) SoC profile of the PEV
battery.
Fig. 9. PEV battery power profiles of all of the PEVs in the cluster.
in the PEV cluster shown in Fig. 8(a). Based on the values
of SoCHH and TDsch , the discharging parameters are obtained
using (2)–(4). Using the discharging rates, the power generated
by the PEV battery for the peak-shaving support is plotted
in Fig. 8(b). The proposed strategy provides the advantage
of discharging the PEV battery at the highest rate during the
maximum load period. The SoC profile of the PEV battery
is shown in Fig. 8(b), which shows that the discharging rates
determined from the proposed strategy ensure that the PEV
battery is discharged only up to the limit SoCLL while providing
an effective peak-shaving support using the available energy.
When all of the PEVs provide peak-shaving support local at
the household where those are plugged in, the collective support
reduces the stress on the distribution system by reducing the
loading of the substation. Serving the loads locally reduces the
power flow from the upstream network and improves network
voltage. The discharge power profiles of all of the PEVs in the
PEV cluster are plotted in Fig. 9, and the corresponding SoC
profiles are shown in Fig. 10.
Various PEV power and SoC profiles are observed due to
the randomness of the arrival time and the available SoC level.
With the same level of stored energy, the PEVs arriving later
than 19:30 hour (which is the designated peak-shaving start
time) discharge their batteries at a higher rate than the PEVs
that arrived before 19:30 hour, and therefore, the discharged
power level is higher for those PEVs. If the discharge power
ALAM et al.: LOCAL PEAK-SHAVING STRATEGY FOR EFFECTIVE UTILIZATION OF PEV BATTERY CAPACITY
Fig. 10. PEV battery SoC profiles of all of the PEVs in the cluster.
Fig. 11. Variations of PSI with random levels of available energy.
Fig. 12. Zone-substation power profile with and without the combined peak-
shaving support of the PEV batteries in the network.
obtained from the reference discharging rate is higher than the
load demand, the control algorithm adjusts the discharge power
to make it equal to the load demand. Therefore, some of the
PEV power profiles follow the shape of the load demand, as
observed in Fig. 9.
The PSI values for all of the PEVs are plotted in Fig. 11
against the random SoCHH values as shown in Fig. 7(b). It
is observed that the PSI value shows an increasing trend with
the increase of the available SoC value, which corresponds to
the theoretical observation in Fig. 3(a). The PEVs arriving later
than 19:30 hour (therefore, having a TDsch < 4 hours) and with
a high level of stored energy (SoCHH ) are discharged at a higher
rate. As a result, those PEVs show a significantly high level of
PSI, as observed in Fig. 11.
The total active power flow from the zone-substation is
shown in Fig. 12. With the combined peak-shaving support
from all of the PEVs in the network, the peak load significantly
2035
Fig. 13. Improvement in network voltage by peak-shaving support. (a) Volt-
age profile at the load center of REG3. (b) Tap operations of REG3.
reduces. For reference, the total peak-shaving power provided
by all of the PEVs in the network is also plotted in Fig. 12.
Although the peak load segment of the system demand curve
does not match the maximum support segment of the combined
PEV power profile point by point due to the randomness of
the PEV arrival time and SoC levels, it is still providing a
significant amount of support during the maximum load period,
which is highly valuable.
The improvement of network voltage due to the peak-shaving
support is shown in Fig. 13(a), where the voltage of the 11-kV
network at the load center of voltage regulator REG3 is plotted.
The corresponding tap operation profile is shown in Fig. 13(b).
Without the PEV-based local load support, the voltage regulator
needs to operate more to keep the voltage within the operational
limits. However, with the peak-shaving support, the network
voltage is improved during the peak load period, and therefore,
the regulator tap operation reduces significantly (from 6 tap op-
erations to 1 tap operation). This will contribute to an increase
of the regulator lifecycle.
An illustration of the discharging rate adjustment method
developed in this paper to compensate for the capacity spent
for a travel of a PEV during the peak-shaving period is given
in the following discussion. It is considered that a PEV in the
cluster goes out for an incidental travel of 20 km length with a
duration of 30 min. The capacity spent for this travel is 7 Ah
as shown in Fig. 14; this is 50% of the capacity available
for peak-shaving support. The reduction in the stored capacity
is compensated over the rest of the peak-shaving period by
adjusting the discharging rate using (7). The effect of adjusting
the discharging rate is evident in Fig. 14, where the SoC profiles
with and without adjustment are compared with the reference
SoC profile. Without adjustment, the SoC level depletes faster,
and therefore, the discharging current begins to reduce ear-
lier. This in effect begins to reduce the peak-shaving power
2036
Fig. 14. Effect of discharging rate adjustment on PEV battery SoC profiles.
Fig. 15. Effect of discharging rate adjustment on PEV battery power profiles.
available from the battery earlier than that without adjustment,
as observed in Fig. 15. For reference, the demand profile of the
customer is also included in Fig. 15; for ease of comparison,
the sign of the PEV battery power is reversed in Fig. 15. As
a result of a faster reduction in SoC level without discharging
rate adjustment, the peak-shaving power support is reduced
earlier, even if the peak load period still exists. However, with
adjustment, SoC is reduced at a lower rate, and therefore,
the PEV battery power can be maintained at a higher lever
compared to the battery power without adjustment during the
peak load period when the support is valuable.
IV. C ONCLUSION
The main contribution of this paper is the development of
an intelligent strategy to control the local peak load shaving
using a PEV battery. This strategy is able to vary the peak-
shaving support depending on the level of the stored energy
in the PEV battery. Instead of providing a constant level of
peak shaving over the whole peak load period, the proposed
strategy varies the peak load support based on the trend of the
load profile. The maximum level of peak-shaving support is
provided during the peak segment of the demand curve. The
discharging rates of the PEV batteries are obtained in such a
way that the available battery capacity is effectively utilized.
Another contribution is the development of an index for the
assessment of peak-shaving performance of a PEV battery, and
IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 51, NO. 3, MAY/JUNE 2015
the relation of this index with the available capacity and dis-
charging period is established. It is observed that, with a higher
level of available capacity, a higher level of PSI can be achieved.
The proposed strategy is verified using a practical distribution
system in Australia using a practical load and PEV data. Results
show that the proposed strategy can provide the maximum
level of peak-shaving support during the peak load, when it
is mostly needed. In case of any incidental travel during the
intended peak-shaving period, the proposed method controls
the usage pattern of the available battery capacity after travel
by dynamically adjusting the discharging rate to ensure an
improved and longer duration peak-shaving support. The results
also show that a combined support available from a number of
PEVs in the network can provide a significant network support
by decreasing the zone-substation loading, improving network
voltage, and reducing voltage regulator operation. Although
the arrival of a PEV and the level of stored energy would
be random events, simulations show that a careful application
of the generic peak-shaving control strategy proposed in this
paper can still produce appreciable system level benefits by
effectively utilizing the available stored energy of PEVs.
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M. J. E. Alam (S’10) received the B.Sc. and
M.Sc. degrees in electrical and electronic engineer-
ing from Bangladesh University of Engineering and
Technology, Dhaka, Bangladesh, in 2005 and 2009,
respectively, and the Ph.D. degree from the Univer-
sity of Wollongong, Wollongong, Australia, in 2014.
He is currently an Associate Research Fellow with
the University of Wollongong. He has also worked
in the electric power industry in Bangladesh. His
research interests include modeling and analysis of
power systems considering the impacts of distributed
and renewable-energy resources.
2037
Kashem M. Muttaqi (M’01–SM’05) received the
B.Sc. degree in electrical and electronic engineer-
ing from Bangladesh University of Engineering
and Technology, 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, Cyberjaya, Malaysia,
in 2001.
He is currently an Associate Professor with the
School of Electrical, Computer, and Telecommuni-
cations Engineering, and a member of Australian Power Quality and Relia-
bility, University of Wollongong, Wollongong, Australia. He was a Research
Fellow/Lecturer/Senior Lecturer with the University of Tasmania, Hobart,
Australia, from 2002 to 2007 and a Research Fellow with the Queensland
University of Technology, Brisbane, Australia, from 2000 to 2002. Previously,
he was also a Lecturer with Multimedia University for three years. He has more
than 18 years of academic experience and is the author or coauthor of around
200 papers published in international journals and conference proceedings.
His research interests include distributed generation, renewable energy, electric
vehicles, smart grid, and power system planning and control.
Dr. Muttaqi is an Associate Editor of the IEEE T RANSACTIONS ON I NDUS -
TRY A PPLICATIONS .
Danny Sutanto (SM’89) received the B.Eng.
(Hons.) and Ph.D. degrees from the University of
Western Australia, Crawley, Australia.
He is currently a Professor of power engineering
with the University of Wollongong, Wollongong,
Australia. His research interests include power sys-
tem planning, analysis and harmonics, FACTS, and
battery energy storage systems.
Dr. Sutanto is currently the IEEE IAS Area Chair
for Region 10 (Asia Pacific).