National Plug-In Electric Vehicle Infrastructure Analysis

Evaluation of charging infrastructure requirements and operating costs for plug-in electric vehicles

As more battery electric vehicles and plug-in hybrid electric vehicles are connected to the microgrid, plug-in electric vehicles have a major impact on the microgrid. This paper proposes a multi-objective optimization energy management model including plug-in electric vehicles and other distributed generations. By analyzing the powertrain structure of different kinds of plug-in electric vehicles, the engine fuel consumption model, the charging model, the discharge model, and the battery state of charge model of plug-in electric vehicle in microgrids are given. The proposed model considers the plug-in electric vehicle battery state of charge constraints to prevent the battery from overcharging and over-discharging and gives the state of charge curve in microgrids. Simultaneously, an improved gray wolf algorithm, introducing optimization control factors and greedy strategies to better balance the mining and exploration capabilities of the gray wolf algorithm, is proposed to solve this multi-objective optimization energy management model. Compared with particle swarm optimization and traditional gray wolf algorithm, the improved algorithm further improves the accuracy and convergence speed. Besides, the improved algorithm is applied to three scheduling schemes, and the results show that plug-in hybrid electric vehicles have more advantages in energy economy in some special cases.

Author(s): Muehlegger, Erich; Rapson, David | Abstract: This research project explores the plug-in electric vehicle (PEV) market, including both Battery Electric Vehicles (BEVs) and Plug-in Hybrid Electric Vehicles (PHEVs), and the sociodemographic characteristics of purchasing households. The authors use detailed micro-level data on PEV purchase records to answer two primary research questions. Their results confirm that low-income households exhibit a lower share of PEV purchases than they do for conventional, internal combustion engine (ICE) vehicles. Households with annual income less than $50,000 comprise 33 percent of ICE purchases and only 14 percent of PEVS. By comparison, high-income households earning more than $150,000 annually comprise only 12 percent of ICE purchases and 35 percent of PEV purchases over their sample period. Similarly, unsurprising patterns can be seen across ethnicities. For example, non-Hispanic Whites represent 41 percent of ICE purchases but 55 percent of PEV purchases, as compared to Hispanics (38 percent of ICE and 10 percent of PEVs) and African Americans (3 percent of ICEs and 2 percent of PEVS). These differences naturally raise questions about barriers to PEV adoption among low-income and minority ethnic populations. By comparing outcomes in the ICE, hybrid, and PEV markets across income and ethnic groups, the authors are able to test whether price discrimination and barriers to market access are higher in PEV markets for low-income and minority ethnic groups. The authors find that, overall, they are not, although there are mixed results for the used PEV market. In general, non-white, low-income populations face higher prices in the used PEV market, relative to a baseline, than they do in the new PEV market. While some people travel farther to buy used PEVs than they do to buy used ICE vehicles, there is not a pattern that would indicate systematic discrimination (e.g. Hispanics travel farther to buy used PHEVs but less far to buy used BEVs). While the authors admit that their empirical approach cannot control for all potential vehicle composition effects, the authors view their results as being most consistent with a market that provides access to all ethnicities and income groups.View the NCST Project Webpage

This paper describes “smart charging” systems for plug-in hybrid electric vehicles (PHEVs). The principal design feature is that the system uses gathered information to adaptively control PHEV charging, and does so in a way that allows customer PHEVs to still be charged at a preferred rate (cost). This paper reviews the drivers for smart charging, including electric grid readiness for large adoption rates of PHEVs, and considers national, regional and local distribution level issues. At the distribution level, the effect of increased PHEV charging loads on transformers is considered. The current state of standardization is reviewed with emphasis on communication messages and use cases that reflect smart charging attributes. Centralized system approaches are described, such as integrating electric vehicle supply equipment (EVSE), i.e. chargers, into Advanced Metering Infrastructure (AMI) networks, and treating EVSEs as controllable loads for Demand Response programs. Metering and monitoring the transformers that feed EVSEs can drive a control scheme that is either centralized or distributed. Alternatives to AMI-integration for centralized networks are also reviewed, including commercially available systems. Additionally, smart charging is considered from the billing perspective, where system approaches are described that allow for identification and association between connected PHEVs, EVSEs, premise meters and other smart devices.

Plug-in electric vehicles (PEVs) are becoming increasingly popular. In the next several years, all major vehicle manufacturers will introduce PEVs, either as battery electric vehicles (BEVs), such as the Nissan Leaf, or plug-in hybrid electric vehicles (PHEVs) with a dual powertrain, such as the General Motors Volt and the Toyota Prius. This new generation of vehicles relies on electricity as a power source and a battery as an energy storage medium. Naturally, for PEVs, refueling occurs when the battery connects to an electrical outlet linked to a distribution network. The primary objective of this paper is to study optimal locations for building facilities (i.e., smart garages) that will maximize integrated benefits from the transportation system (i.e., parking fee) and the electric power system [i.e., revenue from vehicle-to-building (V2B) services]. A deterministic smart garage development problem (SGDP) is formulated and modeled as a bilevel program and solved by using a genetic algorithm. The results of a simple numerical example show the sensitivity of the model results with respect to parameters, including PEV penetration rate and battery capacity.

This dissertation contributes to our understanding of how plug-in hybrid electric vehicles (PHEVs) and plug-in battery-only electric vehicles (EVs)—collectively termed plug-in electric vehicles (PEVs)—could be successfully integrated with the electric power system. The research addresses issues at a diverse range of levels pertaining to light-duty vehicles, which account for the majority of highway vehicle miles traveled, energy consumed by highway travel modes, and carbon dioxide emissions from on-road sources. Specifically, the following topics are investigated: (i) On-board power electronics topologies for bidirectional vehicle-to-grid and grid-to-vehicle power transfer; (ii) The estimation of the electric energy and power consumption by fleets of light-duty PEVs; (iii) An operating framework for the scheduling and dispatch of electric power by PEV aggregators; (iv) The pricing of electricity by PHEV aggregators and how it affects the decision-making process of a cost-conscious PHEV owner; (v) The impacts on distribution systems from PEVs under aggregator control; (vi) The modeling of light-duty PEVs for long-term energy and transportation planning at a national scale.

Plug-in hybrid electric vehicles and smart grids: Investigations based on a microsimulation

Plug-in electric vehicles (PEVs), including battery electric, plug-in hybrid electric, and extended range electric vehicles, are under evaluation by the U.S. Department of Energy's Advanced Vehicle Testing Activity (AVTA) and other various stakeholders to better understand their capability and potential petroleum reduction benefits. PEVs could allow users to significantly improve fuel economy over a standard hybrid electric vehicles, and in some cases, depending on daily driving requirements and vehicle design, PEVs may have the ability to eliminate petroleum consumption entirely for daily vehicle trips. The AVTA is working jointly with the Society of Automotive Engineers (SAE) to assist in the further development of standards necessary for the advancement of PEVs. This report analyzes different methods and available hardware for advanced communications between the electric vehicle supply equipment (EVSE) and the PEV; particularly Power Line Devices and their physical layer. Results of this study are not conclusive, but add to the collective knowledge base in this area to help define further testing that will be necessary for the development of the final recommended SAE communications standard. The Idaho National Laboratory and the Electric Transportation Applications conduct the AVTA for the United States Department of Energy's Vehicle Technologies Program.

This report focuses on the Sleeping Bear Dunes National Lakeshore (SLBE) fleet to identify daily operational characteristics of select vehicles and report findings on vehicle and mission characterizations to support the successful introduction of plug-in electric vehicles (PEVs) into the agencies’ fleets. Individual observations of these selected vehicles provide the basis for recommendations related to electric vehicle adoption and whether a battery electric vehicle (BEV) or plug-in hybrid electric vehicle (PHEV) (collectively plug-in electric vehicles, or PEVs) can fulfill the mission requirements.

Abstract: The main requirement for the adoption and implementation of electric vehicles (EV) is the availability of charging facilities in public locations. In order to create an enabling EVSE ecosystem and hasten the adoption of EVs, this paper addresses several challenges relating to electric vehicle supply equipment (EVSE) or charging stations linked to legislation, standards, interoperability, and business models. Electric vehicle (EV) supply equipment (EVSE) or charging equipment are necessary for vehicle owners to adopt EVs. With varying degrees of success, several nations utilised various strategies and economic models to build the EVSE ecosystem. As India prepares to launch an EV revolution, a few crucial EVSE-related questions continue to plague the industry's players: What criteria apply to EVSE in India? whose will berun and keep up an EVSE? Utilities? Utility franchisees, perhaps? or outside parties like business owners, parking lot managers, and fleet operators? What will the electricity cost be for charging an EV? Will there be only energy charges or will there be capacity charges as well (minimum monthly fee per kW of capacity)? Who will cover the expense of the electric grid upgrade (higher capacity distribution transformers and new cables when necessary): the owner of the EVSE or the utility's usual grid improvement capex? Where will the public EVSEs be installed, and will the land be given away for free, at a discount, or at market value? This paper seeks to summarise the extensive work that has previously been done by numerous parties on the aforementioned topics and environment that will facilitate the rapid implementation of EVs.

The government policies and cost benefits led to the surge in penetration of Plug-in Hybrid Electric Vehicles (PHEVs) and Battery Electric Vehicles (BEVs) into both public and private sectors, challenging the electric grid's potential to maintain its stability and efficiently serve the purpose. The penetration of PHEVs brings technological advancements and environmental benefits to the traditional transportation and electrical power systems. Designing of appropriate charging methods to satisfy PHEV owners helps to improve system performance and avoid transmission and distribution system expansion.;The primary objective of this thesis is to model a coordinated charging algorithm to charge maximum number of PHEVs with the existing infrastructure at a Charging Station (CS) located in residential locality. The stochastic driving patterns of PHEVs are studied and different charging strategies are developed. The Optimized charging scheme is obtained for American Electric Power utility distribution feeder modeled in OpenDSS. Further, PHEV customers are modeled into price responsive consumers capable of participating in Demand Response programs to economically charge their vehicles and render support to the stabilization of power system. Consumer behavior modeling has been done by developing extensive demand-price elasticity matrices (PEMs) which are utilized to calculate the level of demand response.;This thesis also proposes a concept of converting the existing Personal Rapid Transit (PRT) system from guideway power rail propelling vehicles to Battery Electric Vehicles (BEVs) by developing a novel routing algorithm based on the data provided by West Virginia University's Department of Transportation and Parking. This turns into a feasibility analysis of implementing new EV technologies in electrification of public transportation. The routing algorithm involves Mixed Integer Linear Programming (MILP) Optimization resulting in hourly schedule of all the vehicles satisfying the passenger demand. The effect of charging load of BEVs on the electrical distribution system is analyzed by performing a time series simulation on AEP distribution feeder.;Additionally, the impact of PHEV charging on power market prices i.e. Locational Marginal Prices (LMP) in a distribution microgid scenario is presented. Locational marginal pricing is a market based wholesale pricing approach adopted by six out of ten national electricity markets. The uncoordinated charging of EVs results in unplanned peak demand causing system changes and fluctuation of LMP. The stabilizing effect of coordinated charging scheme is demonstrated on IEEE 13 Node test system.

Author(s): Kurani, Kenneth S. | Abstract: Ambitious global goals to improve energy efficiency and reduce greenhouse gas emissions are motivating a shift to electric vehicles (EVs), which include battery-electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and fuel cell electric vehicles. In 2018, the governor of California called for five million EVs to be on California’s roads by 2030. The International Energy Agency projects a global increase in EVs from 2 million today to 280 million by 2040. Creating sustained market growth to meet such goals presents numerous challenges to all EV stakeholders, including governments, the automobile industry, electricity suppliers, non-governmental organizations, and consumers.This policy brief summarizes the latest in a series of recurring surveys of consumers regarding their awareness and consideration of EVs. Two surveys of the population of car-owning households in California were conducted in February and June of 2017; sample sizes were 1,681 and 1,706, respectively. Several survey questions have been repeated over multiple years in similar samples, allowing comparison to earlier results.View the NCST Project Webpage

Plug-in Electric vehicles (PEV), both as battery electric vehicles (BEV) and plug-in hybrid vehicles (PHEV) have noteworthy potential to reduce global and local emissions. Governments around the world have implemented monetary and non-monetary policy measures to foster PEV market diffusion. However, empirical estimates of their effectiveness are scarce. Here, we analyse data on PEV sales from Europe and the US with the policy measures active in these countries, e.g., direct subsidies, tax rebates, and public charging infrastructure. The aim of the present paper is to contribute empirical evidence to the discussion of policy aided market evolution of electric vehicles. We find income, gasoline prices and both direct and indirect subsidies to positively influence PEV adoption.

This paper presents a comprehensive life-cycle analysis of CO2(LCCO2) emissions from automobiles using a hybrid life-cycle inventory approach to predict the growth of electrified vehicles in Japan. Herein, the hybrid electric vehicle (HEV), plug-in HEV (PHEV), and battery electric vehicle (BEV) versions of the mass-produced Toyota Prius hatchback are analyzed, considering the automobile-usage environment in Japan. In particular, a breakeven analysis of HEV vs. PHEV vs. BEV is conducted in terms of LCCO2emissions that are affected by (i) outside air temperature and (ii) CO2emissions during power generation from the present day up to 2030. Our results show that HEV has the lowest LCCO2emissions when the current thermal-power-dependent electricity generation mix (average for 2012–2014) is considered, followed in order by PHEV and BEV. However, it is predicted that in 2030, PHEV will have the lowest LCCO2emissions, followed in order by HEV and BEV, as it is anticipated that nuclear and renewable energy sources will be widely available by 2030. PHEV is expected to gain popularity by 2030. Regarding BEV, large quantities of CO2emissions are emitted during battery production. Furthermore, due to the domestic electricity generation mix from the present day up to 2030, the LCCO2emissions of BEV will exceed those of HEV and PHEV.

Optimal coordination of plug-in hybrid electric vehicles: A stochastic market-based approach