Electric vehicles charging station configuration with closed loop control

International Journal of Electrical and Computer Engineering (IJECE)
Vol. 13, No. 3, June 2023, pp. 2428~2439
ISSN: 2088-8708, DOI: 10.11591/ijece.v13i3.pp2428-2439  2428
Journal homepage: http://ijece.iaescore.com
Electric vehicles charging station configuration with closed loop
control
Wisam Mohamed Najem, Omar Sh. Alyozbaky, Shaker M. Khudher
Department of Electrical Engineering, Faculty of Engineering, University of Mosul, Ninava, Iraq
Article Info ABSTRACT
Article history:
Received May 4, 2022
Revised Sep 10, 2022
Accepted Oct 1, 2022
Recently, the demand for electric vehicles (EV) has been on the rise in
global markets due to the orientation of national policies to reduce emissions
and global warming through the electrification of the transportation sector
and the use of clean energy sources. Electric vehicles function on batteries,
which must be recharged, either by slow charging at home or by fast
charging with a direct current. In the fast-charging process, the batteries can
be charged in less than 15 minutes. In this paper, an off-board charger with a
three-phase, six-pulse voltage rectifier was designed using the
MATLAB/Simulink program. The closed control circuit was simulated,
where the simulation results were influenced by changes to the input voltage.
When the input voltage was increased or decreased by 5%, this control
maintained the value of the current and voltage at the output to be equal to
the reference values required to achieve fast charging. The simulation results
showed that in the first case where no filter was used, the output voltage and
current had a high amount of ripple that exceeded the permissible value.
Therefore, a low-pass filter was designed to reduce the ripple factor to a
value that was within the permissible limit.
Keywords:
Charging station
Electric vehicles
Grid to vehicle
LC filter
Micro-grid
This is an open access article under the CC BY-SA license.
Corresponding Author:
Omar Sh. Alyozbaky
Department of Electrical Engineering, Faculty of Engineering, University of Mosul
Ninava, Iraq
Email: o.sh.alyozbaky@gmail.com
1. INTRODUCTION
Vehicles powered by fossil fuel are one of the main sources of gas emissions and environmental
pollution, as well as global warming [1]–[3]. These emissions have led to severe climate change, which is
reaching hazardous levels, as can be observed from the high degree of global warming and the melting of
large icebergs. Therefore, preventive and precautionary measures must be taken to reduce these emissions. In
this regard, the International Energy Agency (IEA) has identified certain scenarios for energy systems of the
future in order to reduce the average rise in temperature by two degrees Celsius by 2050 [4]. One of the
important scenarios is the use of clean energy sources, such as solar energy and wind energy, as well as the
use of battery electric vehicles (BEVs). The use of electric energy in the transportation sector gives a better
performance compared to the use of fuel because of its benefits in reducing emissions, as well as the use of
electric motors that are characteristically highly efficient [5]. Although electric vehicles can contribute
significantly to the reduction of global warming, vehicle drivers have fears with regard to their use because of
the process of charging the batteries for their operation. That is why many researchers are now studying
energy systems and developing the necessary solutions for the success of these vehicles. To alleviate the
concern of vehicle drivers with regard to electric vehicles, focus is being given to the important issues of the
development of charging technologies, battery designs and power system infrastructures, as well as moving

Int J Elec & Comp Eng ISSN: 2088-8708 
Electric vehicles charging station configuration with closed loop control (Wisam Mohamed Najem)
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from slow-charging stations to fast-charging stations with a constant current in order to charge the batteries
within a short period of time [6]. In addition, the economic and cost issues of electric cars are being studied,
where the cost depends largely on the mechanism used in the technology for charging these vehicles to
supply them with the required energy [7], [8]. The integration of electric vehicles into power systems has its
pros and cons. Some of the disadvantages of adding electric vehicles to the electric network are the
increasing load, the emergence of harmonics, the effect on the protection relays, the aging of transformers,
insulators and cables, a decrease in the power factor, and a decrease in the voltage [9]–[14] on the positive
side, it can be used to help the electrical network at peak times through vehicle-to-grid (V2G) technology
[
15
] .
A constant voltage and current are required to rapidly charge the batteries of electric vehicles. For
this process, the alternating current needs to be converted to a direct current, and there are many
configurations for achieving this. Power electronics devices are used in various configurations such as six or
twelve pulses, three-phase or single-phase, controlled or uncontrolled. In uncontrolled rectifiers, the output
voltage is governed by the input voltage. When the input voltage changes, so does the output voltage, and
therefore, the output current will decrease or increase, thus affecting the charging [16]–[18]. For this reason,
this research focused on developing this mechanism and using controlled rectifiers, that is, the output voltage
can be controlled by controlling the pulses via a pulse generator to obtain the required output voltage
[19]–[22].
In this paper, a three-phase charger with six pulses was designed. The charger was a controlled
charger in order to obtain the output value based on the voltage required to charge the batteries of the electric
vehicle. Also, to get the best performance and a constant output current and voltage, a closed loop system
was designed for the control circuit using a proportional integrative controller, namely proportional integral
(PI) controller. This controller maintains a constant output voltage in the event of a rise or fall in the source
voltage. Also, A low-pass filter was designed to reduce the ripple factor in the output voltage and current.
2. METHOD
The Society of Electric Vehicle Engineers has classified three levels of charging for electric
vehicles. In the first level, which is considered the slowest in the charging process, a plug is used to connect
the charger on board electric vehicle to the port at home. This type of charging is used by people who travel
distances of less than 60 kilometers per day, and the vehicle is charged at night at home. In the second level,
devices dedicated to the charging of electric vehicles at home or in public stations are used to provide
electrical energy of 220 or 240 volts and up to 30 amps. The third level of charging is called direct current
(DC) fast charging, in which the charger is located outside the electric vehicle (off-board) in order to reduce
the cost, size and weight of the vehicle, where the charging power reaches 90 kW at a charging voltage of
200/450 volts, thereby reducing the charging time to 20-30 minutes [
15
] .
In this paper, a third-level DC fast charger using six pulses fully controlled was designed and built.
This research paper is divided into five sections as: the section 1 presents the configuration of the charging
station; the section 2 describes the modelling of the charging station; the section 3 is about the control
system, which is divided into two parts, namely, an open control circuit and a closed control circuit; the
section 4 deals with how to treat the output voltage and reduce the ripple factor in the charger, and in the last
section, the results obtained will be presented and discussed.
2.1. Configuring the charging station
In this section, a three-phase charger with six pulses was designed using a thyristor. The three-phase
charger consisted of a three-phase power source, a step-down transformer, and a voltage converter for
converting the alternating current to a direct current before charging the batteries of the electric vehicle.
Figure 1 is an illustration of the charger.
Figure 1. Charging component diagram

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Int J Elec & Comp Eng, Vol. 13, No. 3, June 2023: 2428-2439
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2.2. Modelling of the charging station
This section involves the modelling of each part of the charging station. The charging station is
generally composed of an 11 kV three-phase source, an 11/0.4 KV step-down transformer, three-phase
controlled rectifiers and a connected load representing the electric vehicle. Figure 2 shows the configuration
of the three-phase rectifier, which comprised three legs, with each leg containing two switches.
The switches were also divided into two groups. The first group was responsible for rectification the
positive part of the wave (T1, T3, T5), while the second group was responsible for rectification the negative
part of the wave (T2, T4, T6). These switches were operated by applying a short pulse to the thyristor base
(GATE), which was then extinguished naturally or by a special extinguishing circuit. The conduction period
for each switch was 120 degrees, with 60 degrees being between each switch and the last. The firing of the
thyristors was as follows for each switch. If the first switch (T1) was cut at an angle of (30+α), then, switch
number three (T3) would be cut at an angle of (30+α+120), and the fifth switch (T5) would be cut at an angle
of (30+α+240). The second group was: the fourth switch (T4) was cut at an angle of (30+α+180), and the
sixth switch (T6) at an angle of (30+α+120+180). Finally, the second switch (T2) was cut at an angle of
(30+α+240+180). The output voltage from the controlling rectifier was given as in (1). Table 1 shows the
relationship between the firing angle and conduction angle of each electronic switches [17], [23].
While (1) represents the relationship of the firing angle (α) with the output voltage. Also, the
Figure 3 represents the output voltage with firing angle. The three-phase rectifier was modelled using
MATLAB software, as shown in Figure 4.
𝑉𝑂 =
1
𝜋/3
∫ 𝑉𝑚,𝐿−𝐿𝑆𝑖𝑛(𝜔𝑡)𝑑(𝜔𝑡)
2𝜋
3
+𝛼
𝜋
3
+𝛼
=
3𝑉𝑚𝐿−𝐿
𝜋
𝐶𝑜𝑠 (𝛼) (1)
Figure 2. Three phase full wave rectifier [17]
Table 1. Firing angles of converter
Firing Angle T1 T2 T3 T4 T5 T6
0˚ 30˚ 90˚ 150˚ 210˚ 270˚ 330˚
30˚ 60˚ 120˚ 180˚ 240˚ 300˚ 360˚
60˚ 90˚ 150˚ 210˚ 270˚ 330˚ 390˚
90˚ 120˚ 180˚ 240˚ 300˚ 360˚ 420˚
Figure 3. Output voltage at α=45˚ [
23
]

2431
Figure 4. Modeling of three phase full wave control rectifier
The electric vehicle was represented by a load connected to the charger. This was modelled by a
battery made up of three components, namely, RLV [16], [17], [24], [25] where R represents the internal
resistance which determines the value of the charging current, L represents a small inductance value, and V
(batt) represents the voltage of the battery. Figure 5 shows the model for the battery.
Figure 5. Battery model
2.3. Rectifier control circuit
Electronic switches must be fired to obtain a voltage at the output side. These switches can be
triggered in a three-phase rectifier circuit by applying pulses to the base of the thyristor, which will thus be
biased forward to start the conduction. These pulses are obtained through a pulse generator, where
microcontrollers can be practically used to obtain these pulses. It is also possible to obtain these pulses
through computer programs such as MATLAB and others that simulate these circuits. In this paper, these
pulses were obtained through a simulation of the control circuit. Two types of controls can be implemented,
namely, an open-loop control circuit, and a closed-loop control circuit using a proportional integrative
controller. The open-loop control circuit shown in Figure 6 is an important circuit for generating the
necessary pulses to fire the electronic switches (thyristors).
The pulses generation circuit in Figure 6 consists of a pulse generator, 3-phase-locked loop
(3-PLL), and firing angle (α). The pulse generator generates the pulses according to the input, while the
output is (0, 1), which are then sent to the thyristors. The first input is the firing angle in degrees, and the
second input (wt) is the first phase angle (A) in rad, which is obtained from the 3-PLL synchronization
system. The last entry is used to block the switches (thyristor) if the input is equal to one.
The second component of the pulse’s generation circuit is (3-phase-locked loop 3-PLL).
Phase-locked loop technology is a common method for retrieving information on the frequency and angle of
electrical systems. The basic idea of a phase-locked loop is its ability to generate a sinusoidal signal whose
phase is coherent, following the fundamental component of the input [
26
] . It is used in power systems, power
electronics systems, generating of thyristor firing angles, and for high performance in inverters .
[
27
] A phase-
locked loop circuit consists of a voltage-controlled oscillator (VCO), a proportional integral (PI) controller,
and a phase detector (PD) [
22
] . Figure 7 shows the components of a phase-locked loop circuit.

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Figure 6. Open loop-pulse generation
Figure 7. Phase-locked loop components
The input of a Phase-Locked loop circuit is a three-phase voltage, and these three phase signals are
converted from the (abc) system to the rotating frame (dq0) using Park’s transformation, where the outputs
for this circuit are the frequency and angular [27], [28], Va, Vb, and Vc represent the input voltages to the
3-PLL.
𝑉𝑎 = 𝑉𝑚 𝑆𝑖𝑛(𝜔𝑡) (2)
𝑉𝑏 = 𝑉𝑚 𝑆𝑖𝑛(𝜔𝑡 −
2𝜋
3
) (3)
𝑉𝑐 = 𝑉𝑚 𝑆𝑖𝑛(𝜔𝑡 −
4𝜋
3
) (4)
Park’s transformation equations are used to transform the three-phase system into a rotating
reference frame system, as shown (5):
[
𝑣𝑑
𝑣𝑞
] =
2
3
[
cos (𝜃) cos (𝜃 −
2𝜋
3
) cos (𝜃 +
2𝜋
3
)
−sin (𝜃) −sin (𝜃 −
2𝜋
3
) −sin (𝜃 +
2𝜋
3
)
] (5)
where 𝜃 is represents the angle between d-axis of rotating reference frame and three phase a-axis, and vd is
represents the direct axis reference voltage, vq is represents the quadrature reference voltage. where the angle
(𝜃) contributes to obtaining the voltages of the rotating frame vd, vq. The vq is used to obtain the frequency
and angular velocity. This voltage is proportional to the phase difference between the input signal (abc) and
the rotational frame of the internal oscillator (VCO).
The PID controller in phase locked loop keeps the phase difference value at “zero”, while the
frequency value is obtained from the output of the controller (PID) through a low-pass filter. Then, the
integrator output of the controller is taken to obtain the angular velocity. However, this method is considered
as an open-loop control method in the sense that if there is a change in the input voltage, the output will
change, thereby leading to a change in the charging current from the required value, and this will have a
negative effect on the battery. This can be seen from (1). Therefore, to avoid this problem, the control circuit
must be modified to contain a closed Loop, so that the reference value of the required current is compared

2433
with the current drawn by the battery, in order to generate the appropriate firing angle to maintain a constant
charging current. In the closed-loop control circuit, the integrative proportional controller is added to correct
the error in order to obtain suitable firing angles to maintain a constant current and voltage to achieve the
fast-charging process. This control is used to generate the necessary pulses to trigger the thyristors. Figure 8
shows a closed-loop control circuit. The PI controller used in the circuit shown in Figure 8 can be represented
mathematically as in the (6). Figure 9 represents the proportional integrative controller, where Kp is the
proportional gain constant, and Ki is the integral gain constant.
𝐺𝑝𝑖(𝑠) = 𝐾𝑝 + 𝐾𝑖/𝑠 (6)
Figure 8. Close loop-pulse generation
Figure 9. PI controller
The principle of operation of the close-loop controller shown in Figure 8 is as, the output current is
compared to the reference current to obtain the error that must be corrected to reach the required value. This
error is entered into the PI controller to obtain the connection angle, which is then subtracted from
180 degrees to obtain the firing angle. This is entered into the pulse generator, and then into the switches
(thyristors) to be fired to obtain the required voltage. Although the required output voltage is obtained, the
output voltage and current contain a high ripple factor if no filter was used, which must be reduced.
2.4. Output DC smoothing
When converting an alternating current (AC) voltage to direct current (DC), the DC output voltage
will contain an unwanted AC component in the output wave, and this will create a ripple in the DC output
voltage. The ripple factor can be defined as the ratio of the root mean square (RMS) value of the ripple
voltage (V_rms) to the direct output voltage (V_dc). For most applications that use rectifiers, the ripple factor
must be within the permissible limit. If the ripple factor is greater than the permissible value, it will have a
negative impact on the equipment [
23
] . A ripple in the output voltage or the charging current will lead to an
increase in the temperature of the battery cells, aging, increased losses, skin effect phenomenon, and
interference with the frequencies of neighboring communication [29], [30] worth noting that the ripple
frequency in the output voltage is equal to the product of the source frequency multiplied by the number of
pulses of the rectifier [
31
] .

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The ripple factor can be reduced in several ways including: i) increasing the number of pulses for
the rectifiers from six to twelve. As the number of pulses increases, the ripple factor will decrease [31], [32];
and ii) using filters on the output side, where a capacitor is connected in parallel with the load to smooth the
voltage, and a inductance is connected in series with the load to smooth the current [33]–[35]. Figure 10
shows how the filter was attached to the output side.
The values of the capacitance and inductance were obtained by analyzing the output wave of the
voltage or current. An analysis of the fast Fourier transform was carried out, and the frequency of the more
influential value was taken and considered as the cut-off frequency of the filter, where the filter was designed
so that an electrical resonance occurred at this frequency. To achieve this situation, the value of the ohmic
capacitance must be equal to the ohmic inductive (XL=XC), and the values of the capacitance and inductance
were chosen on this basis [
16
] . The ripple coefficient can be obtained from the (7), while (8) represents the
particular equation for finding filter parameters values. This equation was derived from XL=XC. The filter
was modelled with the rectifier and electric vehicle as in Figure 11.
𝑅𝐹 = √(
𝑉𝑟𝑚𝑠
𝑉𝑑𝑐
)2 − 1 (7)
𝐿𝑓 =
1
(2𝜋∗𝑓𝑐) 2
∗𝐶𝑓
(8)
Figure 10. Low pass filter Figure 11. Low pass filter connected with electric vehicle
3. RESULTS AND DISCUSSION
In this section, the design proposed in the previous sections was modelled using the MATLAB
R2021b program. Table 2 represents the input parameters of the charger that was described in Figure 1. Two
cases were considered. The first case involved the modelling of the charger with an open-loop control
without and with the use of the filter, and the presentation of the results, while the second case was the
modelling of the charger with a closed-loop control with the use of the filter, and the presentation of the
results.
The battery charger was implemented as shown in Figure 4. The modelling of the battery is shown
in Figure 5 and Table 2. The transformer was implemented directly from the SIMPOWER library,
three-phase, two-winding, according to Table 2. Finally, the three-phase source was implemented from
Table 2, and the model was finally designed using MATLAB/Simulink, as shown in Figure 1. Before running
the model, it was necessary to use the integrative solution method, ode23t, in MATLAB to ensure that the
model was accurate and worked well. The first case: the open-loop control circuit Without using a low pass
filter. Figure 12 shows the output voltage and current for this case without the use of a filter at the output
side.
Table 2. System input parameters
Parameters Value
Supply voltage (L-L) 11 kv
Supply frequency 50 Hz
Three phase transformer D/Yn 100 KVA, 50 Hz, 11/0.4 Kv
Charging output voltage and current 450 V, 75 A
load (electric car battery RLV) 300 V, 50 A, 2 Ω, 10 mH

2435
Figure 12. Output current and voltage without low pass filter
From the figure, it can be seen that there was a high amount of ripple in the output current and
voltage of the current and voltage. As mentioned in the previous section, this is unacceptable and must be
reduced by using a low-pass filter at the output side. In order for the low-pass filter to be designed, a rapid
real-time analysis of the current and voltage waveforms shown in Figure 12 must be performed. Furthermore,
to obtain the cut-off frequency of the filter that will be used to reduce the ripple in the voltage and current,
the analysis was carried out using the current waveform rapid analysis as in Figure 13.
The presence case with filter. The filter is designed with a cut-off frequency of 300 vibrations/sec
(6*50) as shown in Figure 13. The value of the inductance used in the low-pass filter is found by selecting
the capacitive value so that it is feasible. On the basis of it, the inductance value of the coil is calculated
through (8). Table 3 represents the capacitance and inductance values of the filter used. After adding the filter
to the circuit, as shown in Figure 11, the results shown in Figure 14 were obtained.
From Figure 14 it can be seen that the ripple for the output current and voltage become very small
compared to the first case. This shows the importance of adding a low pass filter to the output side to reduce
the ripple factor in the output voltage and current. Although the output voltage and current may be free of the
ripple factor, the open control circuit does not solve the problem that occurs in the output voltage and current
in the event of a decrease or increase in the input voltage. After eliminating the ripples in the current and
voltage waves, the open-loop control circuit still suffers from a problem, which is that with the change in the
input voltage, it is also accompanied by a change in the output voltage. Thus, the output current required to
charge the battery changes. Figure 15 represents the change in the input voltage and the response of the open
control circuit.
Figure 13. FFT of output current
𝑓𝑐 = 𝑛 ∗ 𝑓𝑠

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Table 3. Value of capacitance and inductance
Elements Value
Capacitance 200 mF
Inductance 1.4072 µH
Figure 14. Output current and voltage with low pass filter
Figure 15. Output voltage with input voltage variation
From Figure 15 it can be seen that if the input voltage is reduced by 5%, which is equivalent to
0.95 P.U. in 0.5 sec, the output voltage will also decrease proportionally to 430 V and it will remain constant
at this value. When the input voltage is increased by 0.5% in 1 second, which is equivalent to 1.05 P.U., the
value of the output voltage will increase to 475 V. Thus, in an open-loop control circuit, the circuit needs to
be adjusted to maintain a constant output current and voltage. In the second case, which simulates a closed-
loop control circuit. In this case, the closed control circuit shown in Figure 9 was used, where the gains for
the PI controller were obtained by trial-and-error method, and the values that provided a good response to the
system were KP=2.15, and Ki=35.46. Figure 16 shows the output current and voltage when the closed-loop
control circuit was used. Figure 17 shows the response of the closed-loop control circuit in the event of an
increase or decrease of 5% in the input voltage.
Figure 17 shows the importance of using a closed control circuit to maintain the output voltage
despite changes to the input voltage, and this will be reflected positively in the charging process. Figure 17
shows that if the input voltage is reduced by 5%, which is equivalent to 0.95 P.U, the output voltage will pass
through a transient state within 0.1 second, and the output voltage will return to the reference value of 450 V.
Likewise, if the voltage is increased to 1.05 P.U, then the output voltage will return to be equal to the
reference voltage. Through the results, it is clear that the closed control circuit maintains the output voltage
and current constant when the input voltage changes, unlike the open loop control circuit.

2437
Figure 16. Output current and voltage with close loop control
Figure 17. Output voltage with input voltage variation
4. CONCLUSION
In this paper, a new model of a DC fast-charging station with a constant charging current and
voltage was designed. An explanation was provided for each component of the charger. In addition to an
adequate explanation of the control system, the modelling of the charger was explained in a didactic manner
to allow for further research on the topic. The charger was modelled and simulated using
MATLAB/Simulink. The case of a charger with an open control circuit was simulated with changes to the
input voltage. It was concluded that this type of control is inefficient, especially with sensitive applications
such as battery charging operations for electric vehicles. Whereas, when the input voltage is increased by 5%,
the output voltage becomes 470 volts and remains constant at this value. Likewise, when the input voltage is
reduced by the same amount, the output voltage becomes 430 volts, which affects the charging process of the
electric vehicle. Thus, a closed control circuit was designed to obtain a constant current and voltage at the
output side. The closed control circuit was simulated, where the simulation results were influenced by
changes to the input voltage. When the input voltage was increased or decreased by 5%, this control
maintained the value of the current and voltage at the output to be equal to the reference values required to
achieve fast charging. Through this process, the battery life was preserved and the charging process was
achieved within the scheduled time.
ACKNOWLEDGEMENTS
The authors would like to thank University of Mosul, College of Engineering, Electrical
Department, for the support given during this work.
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BIOGRAPHIES OF AUTHORS
Wisam Mohamed Najem he obtained his Bachelor of Science (BSc) in
Electrical Engineering in 2012 from the Electrical Engineering Department, College of
Engineering, University of Mosul, Iraq. Now he is a master’s student at the same university
mentioned above, in the field of studying the effect of electric vehicle charging stations on
power systems protection. He can be contacted at: wisam.20enp50@student.uomosul.edu.iq.
Omar Sh. Alyozbaky he obtained his Bachelor of Science (B.Sc.) in Electrical
Engineering in 2001 from the Electrical Engineering Department, College of Engineering,
University of Mosul, Iraq. Then he was appointed as an assistant engineer in the same
mentioned department. After that, he got MSc in “Overcome the effect of critical distance in
XLPE high voltage cables by inductive shunt compensator,” 2008 from the same mentioned
department as well. Upon his graduation, he was appointed as teaching staff (assistant
lecturer) in the Electrical Engineering Department, College of Engineering, University of
Mosul. In 2012, he obtained the scientific title (lecturer) and the Ph.D. degree in the
Department of Electrical and Electronic Engineering, Faculty of Engineering, University Putra
Malaysia in 2017. Since 2014, he was a member of the Centre for Electromagnetic and
lightning protection research (CELP). Now, he is Assistant Professor Electrical Engineering
Department, College of Engineering, University of Mosul. The subjects for interest, renewable
energy fields associated with the smart grid, electric vehicles, thermal modeling transformer
design, and electrical machines. He can be contacted at email: o.yehya@uomosul.edu.iq,
o.sh.alyozbaky@gmail.com.
Shaker M. Khudher he obtained his Bachelor of Science (BSc) in Electrical
Engineering in 2001 from the Electrical Engineering Department, College of Engineering,
University of Mosul, Iraq. Then he got MSc in “Transmission line distance protection using
artificial neural network,” 2006 from the same mentioned department. In 2007 he was
appointed as teaching staff (assistant lecturer) in the Electrical Engineering Department,
College of Engineering, University of Mosul. He obtained the Ph.D. degree in the Department
of Electrical and Electronic Engineering, Faculty of Engineering, University Putra Malaysia in
2019. Now, he is a Lecturer at Electrical Engineering Department, College of Engineering,
University of Mosul. The subjects for interest, power system analysis and protection,
renewable energy fields associated with the smart grid, electric vehicles charging stations. He
can be contacted at email: shakeralhyane@uomosul.edu.iq.

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