Electric vehicles: Holy grail or Fool's gold

Mohseni,; Stevie,

doi:10.1109/pes.2009.5275921

Cited by 29 publications

(5 citation statements)

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“…(36) 1 Since the functions may be discontinuous (e.g., step functions), the LA's objective function is not necessarily continuously differentiable. We can, however, appeal to a generalized form of the KKT conditions for a convex subdifferentiable objective, which the LA's problem is guaranteed to have, that gives the same result.…”

Section: Social Optimality Of Pricing Schemesmentioning

confidence: 99%

“…PEVs can introduce costs and benefits to electric power systems. The primary cost is that PEVs add new loads, which can increase strains on generation, transmission, and distribution assets [1]. A number of works model the effects of PEV charging on generation costs [2], [3], transmission [4], and distribution transformer loading [5], [6].…”

Section: Introductionmentioning

confidence: 99%

“…Bashash and Fathy [17] suggest the use of a universal control signal that may overcome this limitation, however. Otherwise, decentralized control, for instance through price signals, is offered as an alternative [1], [18]. Under such a scheme, charging decisions are left to PEV owners or perhaps to a load aggregator (LA) that optimizes charging for a fleet of PEVs.…”

Section: Introductionmentioning

confidence: 99%

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Using Price-Based Signals to Control Plug-in Electric Vehicle Fleet Charging

Sioshansi

2014

IEEE Trans. Smart Grid

108

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We study decentralized plug-in electric vehicle (PEV) charging control, wherein the system operator (SO) sends pricebased signals to a load aggregator (LA) that optimizes charging of a PEV fleet. We study a pricing scheme that conveys price and quantity information to the LA and compare it to a simpler priceonly scheme. We prove that the price/quantity-based mechanism can yield a socially optimal solution. We also examine several numerical case studies to demonstrate the superior performance of the price/quantity-based scheme. The price/quantity scheme yields nearly identical PEV charging costs compared to the social optima, whereas the price-only scheme is highly sensitive to the choice of a regularization penalty term that is needed to ensure convergence. We also show that the time to compute an equilibrium with the price-only mechanism can be up to two orders of magnitude greater than with the price/quantity scheme and can involve 24 times more information exchange between the SO and LA.

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Section: Social Optimality Of Pricing Schemesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Using Price-Based Signals to Control Plug-in Electric Vehicle Fleet Charging

Sioshansi

2014

IEEE Trans. Smart Grid

108

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“…In summary, DSOs will need to assess their network or at least the parts likely to face PEV penetration carefully, 55 especially if they do not plan to employ an infrastructure capable of introducing controlled charging. However, there are possibilities to control the charging of the vehicles appropriately so that network congestion is avoided.…”

Section: Inflexible Load With Varying Temporal and Spatial Distributionmentioning

confidence: 99%

The role of electric vehicles in smart grids

Galus

Vayá

Krause

et al. 2012

WIREs Energy & Environment

112

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The electrification of transportation is seen as one of the solutions to challenges such as global warming, sustainability, and geopolitical concerns on the availability of oil. From the perspective of power systems, an introduction of plug‐in electric vehicles presents many challenges but also opportunities to the operation and planning of power systems. On the one hand, if vehicles are considered regular loads without flexibility, uncontrolled charging can lead to problems at different network levels endangering secure operation of installed assets. However, with direct or indirect control approaches the charging of vehicles can be managed in a desirable way, e.g., shifted to low‐load hours. Furthermore, vehicles can be used as distributed storage resources to contribute to ancillary services for the system, such as frequency regulation and peak‐shaving power or help integrate fluctuating renewable resources. All these modes of operation need appropriate regulatory frameworks and market design if the flexibility of the vehicles is to be capitalized. In most of the proposed approaches, a so‐called aggregator could be in charge of directly or indirectly controlling the charging of vehicles and serve as an interface with other entities such as the transmission system operator or energy service providers. However, fully decentralized schemes without an aggregator are also conceivable, for instance, to provide primary frequency control. Communication also plays a key role, as in most of the control schemes a significant amount of information needs to be transmitted between vehicles and control entities. The management of electric vehicles as distributed resources fits well in the paradigm of smart grids, where an advanced use of communication technologies and metering infrastructure, increased controllability and load flexibility, and a larger share of fluctuating and distributed resources are foreseen. This article is categorized under: Energy Infrastructure > Economics and Policy Energy Systems Economics > Systems and Infrastructure Energy Systems Analysis > Systems and Infrastructure

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“…EV charging has the potential to increase distribution feeder loading during certain times of the day, even with moderate penetration. Although the overall penetration of EVs could be low, consumer behaviour patterns show that certain geographic areas (feeders) would see a higher penetration of EVs [2].…”

Section: Introductionmentioning

confidence: 99%