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Multiobjective optimization of Grid – Photovoltaic –

Electric Vehicle Hybrid system in Smart Building
with Vehicle-to-Grid (V2G) concept

Harun Turker1,2, Ilhami Colak1,3

inSmartGrid Bilisim Teknoloji Gelistirme, Istanbul, Turkey,
2Turker Ar-Ge Smart Grid Ltd Sti, Yozgat, Turkey,
3Nisantası
University, Istanbul, Turkey
harun.turker.1984@gmail.com, ilhcol@gmail.com

Abstract — This paper presents an optimal Energy
Management Strategy (EMS) to optimize Grid / PV / EV hybrid
system in Smart Building with a Vehicle-to-Grid (V2G) concept
and so bidirectional capability of the vehicle. The aims of the
multiobjective optimization are to maximize the selfconsumption
of the solar production and to optimal charging the vehicle
together. Linear Programming method is used to solve the
optimization problem. The use cases results show the great
economic profitability potential of the studied system.
Keywords — energy management strategy, Grid / PV / EV hybrid
system, linear programming, multiobjective optimization, optimal
charging, selfconsumption, smart building, vehicle-to-grid.
I. INTRODUCTION
In recent years, developed countries promote the Electric
Vehicles (EVs) which are thriving. Many car manufacturers
offer plug-in EVs and since some time, there is an emerging
bidirectional EVs market. These are strategic because they allow
to use the batteries for multiple purposes.
benefits for EVs’ owners on charging/discharging management
was proposed [14]. Peak shaving with EVs is also implemented
and [15] proves the possible profits in decrease of home peak
load and customer costs. Usage EVs as UPS is a field that offers
good opportunities; this has been proved in references [16-17].
Charging station of EVs is as well an important strategic subject
in the near future. In this thematic, reference [18] shows the
profits by presenting a strategy that allows EVs to share their
battery stored energy with each other under the coordination of
an aggregator. Finally, including EVs management into the
Smart Home with solar production – Photovoltaic (PV), storage
system and household appliances is a very emerging field [19-
25]. In this paper, a new approach is introduced. This consists to
optimize Grid / PV / EV hybrid system in Smart Building with
V2G concept and so bidirectional capability of the vehicle. The
aims are to maximize the selfconsumption of the solar
production and to optimal charging the vehicle together. More
information are available in the next part. Part III presented the
results. This paper end with conclusions in part IV.

The research activities on the interaction EV/Grid field are
spread since many years and evolve in stages. First, the impacts
on residential [1] and on distribution electric grids [2-3] were
assessed. Several studies have quantified the life duration losses
of high- and low-voltage transformers [4-5] caused by the
charging of EVs. Secondly, significant research work were
carried out to minimize impacts [6-11] with centralized,
decentralized, on-line and off-line strategies. Research topics on
the EV/Grid are now focused on Vehicle-to-Grid (V2G) and
Vehicle-to-Home (V2H) concepts with various aims based
mainly on economic aspect. In [12], EVs are used to support the
grid frequency thanks to V2G. In this same theme, EVs are also
used to mitigate potential overloads in the distribution system
and minimize charging costs together [13]. Grid components are
still at the heart of the research activities. As such, a centralized
model to co-optimize the transformer loss-of-life with the
II. SYSTEM AND ALGORITHM FORMULATION
This part presents the operating principle of the system and
the formulation of the optimal algorithm which is in the same
way of [26] thinking. Additional constraints related the battery
(i.e. the Electric Vehicle in our study) are available in this
studied system and more, the formulation is closed to avoid
wasted energy. As shown in Fig. 1, the energy flows are
multiple:
1\ PV to Grid: solar production can be injected into the grid,
2\ PV to Load: selfconsumption of the solar production,
3\ PV to EV: vehicle is charging thanks to the PV,
4\ EV to Load: vehicle feeds the building consumption
5\ EV to Grid: vehicle injects into the grid
6\ Grid to Load: standard operation

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Vehicle-to-Grid (V2G) concept is applied here and so the
vehicle has a bidirectional embedded charger. The vehicle can
be charged only from the solar production. This operating
principle is intentional to ensure green charging. Of course in
view of this specificity, we consider an integration of this whole
hybrid system in the tertiary area where the vehicle is plugged
and available during the day. We can easily consider a small
society/start-up where the CEO integrates a PV system on the
roof and uses an EV. For apply in residential sector, the
formulation of the optimization problem must be changed
otherwise there is a high risk that the vehicle don’t reached the
full charge (or the desired high level State-of-Charge – SOC at
the next use). Usually the day ends quickly (i.e. also the solar
production) after the home arrival time in the evening.
The strategy proposed in this work allows to maximize the
selfconsumption of the solar production and to optimal charging
the EV together. The tool presented is generic/open and the user
can set the values of the inputs as he wishes (Fig. 2). To facing
the aims, the formulation of the objective function is as follows:
௧௙
‫ܬ‬ሺ‫ݐ‬ሻ ൌ ‹ ෍ ቂቀ‫ܧ‬஻௨௬ ൈ ܲீ௥௜ௗ՜௅௢௔ௗ ሺ‫ݐ‬ሻቁ െ ൫‫ܧ‬ௌ௘௟௟ ൈ ܲ௉௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ൯
௧௜
െ ൫‫ܧ‬ௌ௘௟௟ ൈ ߣ ൈ ܲா௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ൯ቃሺͳሻ
ܱܵ‫ܥ‬ሺ‫ݐ‬ሻ ൌ ܱܵ‫ܥ‬ሺ‫݅ݐ‬ሻ ൅ ൫ܲ௉௏՜ா௏ ሺ‫ݐ‬ሻ ൈ ߟ஻௔௧௧ି஼௛௔௥௚௘ ൯
െ  ൫ܲா௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൈ ߟ஻௔௧௧ି஽௜௦௖௛௔௥௚௘ ൯
െ ൫ܲா௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ ൈ ߟ஻௔௧௧ି஽௜௦௖௛௔௥௚௘ ൯ሺͺሻ
The system under study and the constraints are represented
by linear equations. That is why the Linear Programming was
chosen to solve the optimization problem. The total number of
sampling time steps is 144 for the simulation of one day. A
sampling time step equal to 10 minutes is the best compromise
between precision and calculation time.
The Linprog tool provided by Matlab has been used to solve
the optimization problem [27]. The formulation is represented
by (9). Interior-point method has been employed [28].
‫ ܣ‬ή ‫ ݔ‬൑ ܾǡ
݉݅݊ሺ݉ܽ‫ݔ‬ሻ ݂ ் ‫ ݐ݄ܽݐ݄ܿݑݏ ݔ‬൝‫ ݍ݁ܣ‬ή ‫ ݔ‬ൌ ܾ݁‫ݍ‬ǡ ሺͻሻ
௫
݈ܾ ൑ ‫ ݔ‬൑ ‫ܾݑ‬Ǥ
The Coulomb metric method (which is very simple and the
most popular) has been used for the dynamic monitoring of the
battery SOC (10) [29]-[30]-[31].
‫ܫ‬஻௔௧௧௘௥௬ ሺ‫ݐ‬ሻ
‫׬‬ ൈ ݀‫ݐ‬
ܱܵ‫ܥ‬ሺ‫ݐ‬ሻ ൌ ܱܵ‫ܥ‬ሺ‫ ݐ‬െ ͳሻ ൅ ͵͸ͲͲ ൈ ͳͲͲሾΨሿሺͳͲሻ
ܳ௡௢௠௜௡௔௟ ሺ‫ݐ‬ሻ

The algorithm minimizes the energy supplied from the grid III. RESULTS
coupled with its tariff, denoted EBuy. It maximizes selling process This part presents the results where four cases are explained
through sale energy into the grid one the hand from the PV and (Figs. 4 to 9). Table I summarizes the values of the parameters
on the other hand from the storage system. These are coupled for each case, the return on investment time and also the
with the feed-in tariff, denoted ESell. λ variable is introduced to selfconsumption rate, denoted ξ (11). Return on Investment time
avoid the storage in the battery and then injection into the grid periods are presented for each case. Fig. 3 presents the building
(however in some cases this can happen). This ensures that the daily load profile and the daily solar production used during
energy stored in the battery of the vehicle is mainly used to these four cases.
supply the load. λ variable requires a high value, for example, 2 ௧௙ ௧௙
times greater than the daily peak production of the PV. ‫׬‬௧௜ ܲ௉௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൅ ‫׬‬௧௜ ܲா௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ
Ɍൌ ௧௙
݀‫ݐ‬ሺͳͳሻ
The algorithm formulation includes inequalities constraints ‫׬‬௧௜ ܲ௅௢௔ௗ ሺ‫ݐ‬ሻ
related the max charge/discharge powers of the EV battery (2-3)
and the max power injection into the grid (4). If ξ = 100% then all the load is supplied from the hybrid system
ܲா௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൅ ܲா௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ ൑  ܲ஻௔௧௧ି஽௜௦௖௛௔௥௚௘ିெ௔௫ ሺʹሻ EV/PV; If ξ = 0% then the grid supplied all the load.

TABLE I. FOUR CASES SIMULATION RESULTS

ܲ௉௏՜ா௏ ሺ‫ݐ‬ሻ ൑ ܲ஻௔௧௧ି஼௛௔௥௚௘ିெ௔௫ ሺ͵ሻ Case 1 Case 2 Case 3 Case 4
Battery size 35kWh
ܲ௉௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ ൅ ܲா௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻ ൑  ܲி௘௘ௗି௜௡ିீ௥௜ௗ ሺͶሻ EV arrival time 0am 9am
EV departure time 12pm 6pm
SOC at arrival time 20% 50% 90% 30
Four equalities constraints are also available. The first one SOCDesired 100% 50% 10% 100%
concerns the solar production (5), the secondly represents the SOCMin 10%
load (6). The final EV battery SOC must reach the desired value SOCMax 100%
by the user at the next use of the vehicle, i.e. at the departure PBatt-Discharge-Max -10kW -5kW -10kW
time (7). Finally, the dynamic monitoring of the battery SOC PBatt-Charge-Max 10kW 5kW 10kW
constitutes the last equality constraint (8). PFeed-in-Grid 50kW 4kW 50kW
ܲ௉௏ ሺ‫ݐ‬ሻ ൌ ܲ௉௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൅ ܲ௉௏՜ா௏ ሺ‫ݐ‬ሻ ൅ ܲ௉௏՜ீ௥௜ௗ ሺ‫ݐ‬ሻሺͷሻ λ ≈ 6k
EBuy - c€/kWh 0.15
ESell - c€/kWh 0.1
ܲ௅௢௔ௗ ሺ‫ݐ‬ሻ ൌ ܲ௉௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൅ ܲா௏՜௅௢௔ௗ ሺ‫ݐ‬ሻ ൅ ܲீ௥௜ௗ՜௅௢௔ௗ ሺ‫ݐ‬ሻሺ͸ሻ ξ 48% 100% 100% 91%
Return on 6.34 6.43 3.81 8.22
ܱܵ‫ܥ‬ி௜௡௔௟ ሺ‫݂ݐ‬ሻ ൌ ܱܵ‫ܥ‬஽௘௦௜௥௘ௗ ሺ͹ሻ Investment time years years years years

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9 Minimize Grid to Load energy

9 Maximize Selfconsumption
9 Optimal charging of the EV

Photovoltaic production
Grid

PV to GRID

PV to EV

EV to GRID PV to LOAD
GRID to
LOAD

EV to LOAD

Factory, residential, tertiary or

Electric Vehicle commercial building consumption
Storage system -
Battery

Fig. 1. Energy flows of the hybrid system

Fig. 2. Synoptic of the algorithm

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Fig. 3. Daily Load Profiles used in the use cases Fig. 6. Simulation results: use case 3

Fig. 4. Simulation results: use case 1 Fig. 7. Simulation results: use case 4

Fig. 5. Simulation results: use case 2

Fig. 8. Simulation results: EV battery SOC evolutions

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Fig. 9. Simulation results: EV battery Power evolutions
An Electric Vehicle with 35kWh battery size (which is a
standard size) has been used in the four use cases. The
parameters of these ones are chosen arbitrarily to check the good
work of the algorithm developed. One day is simulated in all
cases. In the first three, the EV is available during all the day
(i.e. it is not used that day) and so, the battery is full free. The
same building daily load profile and solar production daily
profile are used in the four use cases. In the first case, the EV
must reach the full SOC before the end of the day by starting
from 20% at 12am. It is a strict convergence and so, the
algorithm successes if this one is respected (this is the case).
Thanks to the Fig. 4, it is clear to see that the EV is charged from
the PV (28kWh are needed). The remaining green energy
production is self-consumed and here the selfconsumption rate
is equals to 48%. Grid provides the resting build consumption.
As expected PV and EV don’t injected energy into the grid. The
EV supplies the load at the beginning of the day. Return on
Investment time is equal to 6.34 years. To calculate total
investment time, one the hand energy is saved (i.e. self-
consumed and so don’t from the grid) and on the other hand the
energy used is used to charge the EV (from PV). PV system
price was set as equal to 3k€/kWc (18k€ for the PV considered
in this study).
The second case use the same conditions as previously;
except that the EV must not be charged. Indeed the vehicle
begins with a SOC equals to 50% and finish the day with the
same value. Here the aim is to assess the results where a storage
system is available. As a result, self-consumption rate reaches
100%. The vehicle actively participates to feed the building
electricity consumption (Fig. 5). It is seen that there is energy
resold into the grid from solar production. Return on investment
time is very near to the previously case.
The third case is very atypical since the desired state of
charge at the end of the day is much lower than the initial one.
In addition, the battery works conditions have been stressed and
also the max power feed-in to the grid has been drastically
reduced. Finally the building daily load profile was halved. Sure,
with these conditions the selfconsumption rate is equals to
100%. In this case, we see that the EV supplied energy into the
grid; also the PV which is more common. The new limits are as
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well as respected. Considering the case conditions, the return on
investment time is very short.
The last use case is the one closest to reality. The vehicle is
plugged in during typical workday hours; from 9am to 6pm. In
this use case, the EV must reach full charged (since 30%). The
vehicle is well charged at the departure time and the
selfconsumption rate is high (91%). Here this one is assess
facing the period where the EV is plugged. By deferring over the
whole of the day, we obtain a selfconsumption rate equals to
38%. In this closely reality use case, the return on investment
time period is very acceptable and appreciable.
IV. CONCLUSIONS
In this paper a new algorithm has been presented to optimize
Grid / PV / EV hybrid system in Smart Building with V2G
concept (i.e. EV is bidirectional). The aims are to maximize the
selfconsumption of the solar production and to optimal charging
the Electric Vehicle. The selfconsumption rate is defined by
taking into account the percentage of the building electricity
consumption supplied from the PV. The solar production used
to charge the EV doesn’t count in the assessment of the
selfconsumption rate. In the formulation presented, the vehicle
must be charged only from the solar production. The proposed
algorithm has been proved by the simulation of four use cases.
An infinite number of use cases are possible and in
consequence, this open input tool has been proposed where the
user can set the values as he wishes. In addition, the strategy
proposed can be modified and can evolve following new aims.
ACKNOWLEDGMENT
The authors would like to thank Tübitak for the financial
support to the project 21514107-115.02-E.118319.
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