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taking into account technical and economic criteria.
ECENTL Y, there has been a rapid growth of electric Loads in distribution grids are highly unbalanced. This is
vehicles (EV) connected to the grid. Electric vehicles why in the developed simulation tool, modeling of all three
(EVs) play an important role in the transition towards a phases is carried out in order to provide a good estimation of
cleaner energy future . The intersection of energy and
possible EV integration, in particular to assess the allowed EV
automotive sectors and the Smart Grid potential given by
penetration level for a given network by maintaining voltage
electric mobility is followed with great interest [1]. In France in
and current within limits.
2020 this enthusiasm for electric vehicles will result in the
In order to propose solutions to reduce peak charging
cons~mption of 4 to 5 TWh for 2 million electric vehicles [3].
The connection of a large number of electric vehicles to the consumption, the charging of EVs in an industrial charging
grid can raise several technical problems or can have significant stations is considered. It supposes that all EV batteries should
impacts on power systems such as [2-12] : be filled at the end ofthe afternoon when EVs leave the parking.
Changing the load profile of the network with an increase The charging station is connected to the distribution grid via an
in peak demand aggregator. In this paper, the charging management of EVs in
order to determine a planning of EVs switched on or off
Increasing the risk of congestion (overload)
(interruption strategy) is proposed to minimize the power
Changing the voltage profile
exchange with the main grid or following a signal received from
Increasing the voltage unbalance between phases
the Distribution System Operator (DSO).
Increasing losses This paper proposes a new approach that divides the
Increasing harmonics on the network ... charging time into many intervals with a constant or variable
Marketing of electric vehicles will be accompanied by charging power which is fixed by the chargers. At each interval
energy services to be offered to customers. These energy of time, the aggregator sends the decision to the individual
services are based on the battery of electric vehicles that offer charging point in order to connect or disconnect the vehicle for
an opportunity for energy storage to the power grid. Studies are the interruption strategy.
needed to understand the constraints and technical and Based on this strategy, the paper proposes a control for two
economic opportunities provided by electric vehicles. applications to peak shaving. The first application is proposed
The study purpose ofEV penetration to the network is to: to reduce the peak consumption of a parking for charging EV
Assess technical and economic impacts of EV charging on in the daytime. The second application is the same as the first
power systems application but it can take into account of power limit of the
(U
0 .5
~ 0 .4
0 .3
.3 0 .2
-
.l.- ) +- - +-- f--- +-+--- \--\--_. 1\
+-- I - f---\ - +--- f---- f---
j:::.
i---'
- Indicators related to the minimal voltage (V min = 0.9 pu) 0 .1 f---l - i- +- I- +-- l- I-
00
and the maximal voltage (Vmax= l.l pu) 1 2 3 4 5 6 7 8 9 1 0 11 1 2 1 3 1 4 1 5 1 61718 1 9 2 0 2 1 22 2 3 2 4
T e mps (H)
- Indicators related to unbalance voltage rate (V 2N J: Fig. 2: Daily load curve for residential and industrialloads
Negative voltage IPositive voltage)
- Indicators related to variation oflosses 3) Electric Vehicle Load Modeling
- Indicators related to economic criteria (charging cost). In our study, two types of charging are considered: normal
In particularly, the neutral currents and losses in neutral (3 kW) and fast charging (43 kW). It is assumed that the process
conductors are also calculated. The program shows also: of electric vehicle recharging is random and determined by
three random variables:
Max or min values ofthese quantities and their occurrence
- The charging start time
Distribution of over-voltage, under-voltage or overcurrent
- The charging time (in function of stope time)
(overload)
- The EV battery state of charge SOC at the charging start time.
.Critical instants and locations (buses) in the network.
For slow charging, it is assumed that the power is constant
The developed tool based on the Monte Carlo simulation has
during the charging time (3 kW). The charging start and stop
the following advantages:
time of the EV is a uniform distribution or normal distribution
A three-phase load flow program with a fast calculation (Fig. 3.a and 3.b) between 7 and 9 H; 17 and 18 H with a
A simulation which takes into account the unbalance
charging time as a function of the state of charge at the instant
between phases (single or three-phase loads)
of charging. The initial state of charge is a random variable that
An ability to determine the voltage unbalance and losses in
is described by a uniform distribution (Fig. 5.c). The SOC at the
neutral conductors
instant of charging is assumed to be independent from the
rn
The identification of critical time, locations (buses) and
charging time.
occurrence probability ofEV charging
JI\ A
An easy analysis of results with the help of proposed
indicators.
The proposed program allows an assessment of the impacts
of EV on distribution and also the determination of the 7H 8H 9H 17H 17H30 18HOO 20% 80%
penetration rate of EV. After identifying the critical cases by
(a) (b) (c)
using the developed tool, solutions can be developed end re- Fig. 3: Distribution of charging start, stop time and EV SOC
evaluated in particular to avoid the congestion, to maintain For a fast charging, it is assumed that the power is constant
voltage in limits ... during the charging time and about 43 kW. The charging start
B. Modeling time ofthe EV is a uniform distribution between 8 and 17 H.
4) TarifJmodel
1) LV Industrial Grid
To evaluate economically these different scenarios, two
In order to study impacts ofEV on L V distribution network,
tariffmodels are proposed (Fig. 4):
in this paper an industrial grid is used. This network is supplied
Peak/off-peak tariff
by a 2010.4kV, 1600 kV A transformer with a total power load
Dynamic tariff.
of 900 kV A (without EVs). This network consists of 85 buses
The peak/off-peak tariffs are data currently in use in France.
(Fig. 1).
The dynamic tariffis built from the tariffofRTE (transmission
system operator In France) by taking into account the 6) Economic indicators related to EV
distribution tariff. Total energy ofEV: 1103.67 kWh/jour
0 . 14
=
0 . 1 6 ~~~~~~~~~~1 ~
I ~
I ~
I
il~r :11~ ea
+-+--1-- 7~ro;: .......... .
I
EV charging cost (dynamic tarift): l.35 /EV/day
EV charging cost (peak/off peak tarift): 1.66
0 . 1 2r-t-t--t--t-t-I1- ...... ....... V t+ ++' .. t l t -t /EV/day.
I 0 1 I-+-t-I-+-t-f-.. V~'=t-- ....."'t.... V+++ ++t\.'d t -t -!""C.I
V
.8 0
~ - Psys f'I.,.1 I Loss-neuq ~I
....-.. . t-. ........................................................ ~R
Qsys 0
-+7I'..1-....-.. +-....-1... '. .-...+ .rJ: tt\ (r.\ 1 - ~~i~ft~1
0 .08 r-t-++-+-+
V + .-. . . . . .
.4
;;0- - Pload
Qloac 0
0 .06 N--t--t--l::7f'-1i-
...... _~ .2
::;
/& .~
.,,-,
---: ~l~:~ o jS
1/ \\
:'; IP "---' ~ 11 '\ 1'. /
0 .04 0 1 2 3 4 5 6 7 8 9 10111 2 13 141 5 16 1718192021222324
Time(H)
.0
.8 ~
;> 11 o ;
0
rv
\
~
~ Ci
--
Fig. 4: Dynamic and peak/off-peak tariff
.6 ~
~ c:- 0
0
\
5) PV production .4 ~ 11
.2 -----./
\ 0
/""" "- \
f--, ~V '\ ..-=
5 10 15 20 10 15 20 25
Time(H) Time(H)
Fig. 5: Solar PV production stop time) and SOC are random . After simulation, the EV
PV system is represent by a PV production curve such as charging energy, the costs for dynamic and peak/off-peak tariff
shown in Fig. 5. For Monte-Carlo simulations, PV production are obtained.
Distribution of $-transfo > S-transfo-max
is a random variable. 1.8 2
1.6
C. Simulation Results 1.4
0
Carlo simulations for the industrial grid. For this case, 78 EV 0.4
00
charging in parking (43 kW, 25kWh) are connected to the 10 15
Time(H)
20 25 10 15
Time(H)
20 25
industrial grid (Fig. 1). Fig. 8: Power flow oftransformer Fig. 9: Distribution of overloads
1) Deterministic simulation 1.7 , - , - , - , - 'S""imT"'ul",,ati'j"0n'O.s'p.by-",M'j"0n""le'T'.c""ar'T'-lo- ,
This part presents the deterministic simulation results with
100% ofEV penetration and without PV production. 1.6a1--+-+-~.I-~~~~1!='1
Number ofEV: 88 (78 EV slow + 10 EV fast charging) ~ 1.66....."""''''''''' -+-+--+--+--+--+--1 ~ 50f - --+1J-+ -
Penetration rate ofEV: 100% (88 EV) ~ 1.641-t-t-t-t-t--t--t--t--+--I ~ 40 r----+~-+---+~+4--~
fi. S,o r---~~-+---+--*+--~
1) Indicators related to power flow oftransformer 1.62 1-t-t-t-t- - - - - t -
Smax:1602.41kVA
Dally average power: 872.99 kV A
S_transformer > Sn (moy 10min): 0.69 % 1.580 100200 300400 500 600 700 8009001000
Number of simulations
2) Indicators related to voltage Fig. 10: Evolution of power in Fig, 11 : Total power losses
function of simulation number
Min voltage in phase a : 0.95 pu Simulations by Monte-Carlo
0.98
Rate ofvoltage < 0.9 pu: 0% va-~
0 .97 Vb-~
Min voltage in phase b : 0.97 pu
-
r- furI n
0.96 r,
Rate ofvoltage < 0.9 pu: 0% .8:0.95
Min voltage in phase c : 0.98 pu ~ ~
.s0.94
.....
-0
Rate ofvoltage < 0.9 pu: 0% ~ >0 .93 t-
3) Indicators related to losses 0.92
0.91 t-
Losses: 776.50 kWh/day
4) Indicators related to voltage unbalance 0.9 0 1002003004005006007008009001000
Number of simulations
978-1-5090-4168-8116/$31.00 20 16 IEEE
4
1.8 ~~-~-~-~~
NT
1.6'.....-I---+...."....-+--+-.~
1.4 f---+ ___'"'i'W I Xit * T = Ti (2)
~1.2 1------1-1----l----' t=1
~ .O 1-----+1--+-+-----.+_-----1 Finally, the objective function is to minimize the total peak
~ O.~-+~-f--~-~-~ consumption ofthe charging station:
~0 ~-+--1------1-~-~
by: a..
100
Emax
Tcharge = (1- SOC o) -p-- (1) 50
charge
Tcharge is the time needed to fully charge ofbattery (h) o
7 8 9 10 11 12 13 14 15 16 17 18
SOCo is the initial state of charge (%) Time (H)
Ern x is the rated capacity ofthe battery (kWh) Fig. 16: EV tota l power and power exchange with grid without management
P charge is the charging power. and with management (without PV production)
The relation between XiI and Ti is:
IV. CONCLUSIONS
In this paper, a simulation tool based on the probabilistic
three phase Load Flow (PLF) program has been developed by
using Monte Carlo techniques in order to determine the EV
penetration rate, to assess impacts of EV on the distribution
network and opportunities contributed by EV. Impacts of EV
integration on the distribution network are easy to assess by
technical and economic indicators proposed in this paper.
From critical problems identified from simulations,
Time (H)
Fig. 17: Evolution of E Vs ' SOC (without PV production) solutions to reduce the peak consumption of EV charging have
been proposed. These strategies are based on the interruption of
charging power. It has been shown that the proposed algorithm
is carried out with a fast computing time and can be applied for
a large number of EVs with satisfactory results. This
proposition can be applied for different scenarios such as
daytirne and nighttime.
V. REFE RENCES
[I] Maren Kuschke, Kai Strunz, " Decentralized Energy Systems in Germany:
Development and Research", XlII APB::Waklcll:pm~~i1AMl
Time (H)
~at:lSrmt.Qidi1APEC, Aug. 2011 , Taipei
Fig. 18: Time charging schedule ofEVs (without PV production)
[2] Larry Dickerman, Jessica Harrison, "A New Car, a New Grid", IEEE
In Fig. 16, the simulation results show that without power & energy magazine, March/April 20 I 0
management the total peak consumption can reach 300 kW [3] Smart-Grids - CRE, http ://www.smartgrids-
between 9:00am and 10:00am. With the proposed solution, the cre.fr/ index.php?rubrique=doss iers&srub=vehicules
[4] K. Schneider, C. Gerkensmeyer, M. Kintner-Meyer, and R. Fletcher.
total peak consumption can be reduced to 130 kW (black curve). "Impact assessment of plug-in hybrid electric vehicles on pacific
Fig. 17 presents the evolution of EVs' SOC over time. After northwest distribution systems", IEEE PES 2008 General Meeting,
Pennsylvania, USA, 2008
charging stop time T stop of each vehicle, almost all batteries are [5] S. W. Hadley. "Evaluating the impact of plug-in hybrid electric vehicles
filled. The time charging schedule ofEVs is shown in Fig. 18. on regional electricity supplies," in Bulk Power System Dynamics and
Control , Charleston, SC, USA, 2007
I
..... - - P-EV without Opt
- - P-EV wlth Opt
[6] K. Clement, E. Haesen, J. Driesen, "Stochastic analysis of the impact of
plug-in-hybrid electric vehicle on the distribution grid", 20 th CIRED,
- - - OptwlthDSO
I. Prague, 8-11 J une 2009
I
I [7] Salvador Acha, Ti m C. Green, and Nilay Shah, " Effects of Optimised
~ .I I Plug-in Hybrid Vehicle Charging Strategies on Electric Distribution
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~ 1-:.; - - - - - - - - , ~~. r---------, Network Losses", 20 I 0 IEEE PES- T&D
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oL-~--~--~--~--~--~--~ ____ ~ __ ~ __ ~
[9] J. Taylor, A. Maitra, M. Alexander, D. Brooks and M. Duvall,
7 " Evaluation of the impact of plug-in electric vehicle loading on
Time (H)
distribution system operations", IEEE Power and Energy Society General
Fig. 19: EV total power and power exchange with grid without management Meeting 2009, Calgary, Canada, July 2009.
and with management (with DSO; without PV production) [10] Richardson, Peter; Flynn, Damian; Keane, Andrew, " Impact assessment
With the proposed solution according to the requirement of of varying penetrations of electric vehicles on low voltage distribution
DSO (signal received from DSO) to reduce total charging power systems", IEEE/PES General Meeting 2010
[11] S. Acha, T.C. Green, N. Shah, "Optimal Charging Strategies of Electric
to 50 kW between 11 :OOam to 12:30pm. Before 11 :OOam and Vehicles in the UK Power Market", IEEE/PES Innovative Smart Grid
after 12:30pm, the peak consumption is minimized to 138 kW Technologies (ISGT), 2011
(red curve in Fig. 20). [12] R. C. Green 11, L. Wang, M. A1am, The impact ofplug-in hybrid electric
vehicles on distribution networks: A review and outlook , Renew.
300~~--~--~~~--~--~~~==~~=====;l Sustain. Energy Rev. , vol. 15, no I, p. 544-553, janv. 2011.
250
, , - - P-EV without opt
- - P-EV with Opt
[13] K. Mets, R. D'hulst, et C . Develder, Comparison of intelligent charging
PV algorithms for electric vehicles to reduce peak load and demand
200 - - Grid without opt
- - G r l d wlth opt variability in a distribution grid , J. Commun. Netw. , vol. 14, no 6, 2012.
[14] S. Deilami, A. S. Masoum, P. S. Moses, et M. A. S. Masoum, Real-Time
Coordination of Plug-ln E lectric Vehicle Charging in Smart Grids to
Minimize Power Losses and Improve Voltage Profile , IEEE Trans.
Smart Grid, vol. 2, no 3, p. 456-467, 2011.
[15] E. Sortomme, M. M. Hindi, S. D. J. MacPherson, S. S. Venkata,
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[16] International standard IEC 61851-1 , Electric vehicle conductive
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8 9 10 11 12 13 14 15 16 17 18 [17] G.-c. Hs ieh, L.-R. Chen, K.-S. Huang, Fuzzy-controlled Li-ion battery
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Fig. 20: EV total power and power exchange with grid without management Electron. , vol. 48, no 3, p. 585-593, 2001.
and with management (with PV production)
978-1-5090-4168-8116/$31.00 20 16 IEEE