Optimal Design and Allocation of Electrified Vehicles and Dedicated Charging Infrastructure for Minimum Greenhouse Gas Emissions

Traut, Elizabeth J.; Hendrickson, Chris; Klampfl, Erica; Liu, Yimin; Michalek, Jeremy J.

doi:10.1184/r1/6490061.v1

Cited by 3 publications

References 13 publications

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A framework for the integrated optimization of charging and power management in plug-in hybrid electric vehicles

Patil

Kelly

Filipi

et al. 2012

2012 American Control Conference (ACC)

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This paper develops a dynamic programming (DP) based framework for simultaneously optimizing the charging and power management of a plug-in hybrid electric vehicle (PHEV). These two optimal control problems relate to activities of the PHEV on the electric grid (i.e., charging) and on the road (i.e., power management).The proposed framework solves these two problems simultaneously in order to avoid the loss of optimality resulting from solving them separately. The framework furnishes optimal trajectories of the PHEV states and control inputs over a 24-hour period. We demonstrate the framework for 24-hour scenarios with two driving trips and different power grid generation mixes. The results show that addressing the above optimization problems simultaneously can elucidate valuable insights for certain combinations of daily driving scenarios, grid generation mixes, and optimization objectives. For example, in one of the cases considered, the grid produces higher CO 2 per unit energy between 3AM and 8AM. This causes the optimal PHEV state and control input trajectory to refrain from completely charging the PHEV's battery in the early morning, and judiciously combine electricity and gasoline while driving. The paper's main contribution to the literature is a framework that makes it possible to evaluate tradeoffs such as this one.

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A framework for the integrated optimization of charging and power management in plug-in hybrid electric vehicles

Patil

Kelly

Filipi

et al. 2012

2012 American Control Conference (ACC)

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Measuring Range Anxiety: the Substitution-Emergency-Detour (SED) Method

Lin

2012

WEVJ

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Range anxiety has been widely recognized as a critical barrier for battery electric vehicles (BEV), but its measurement method is lacking. Such a knowledge gap makes it difficult to analyse the competiveness of and the demand for BEVs. This study develops the Substitution-Emergency-Detour (SED) method to measure the range anxiety cost, and conducts sensitivity analysis of range anxiety cost with respect to nine factors. It is found that the most effective ways to reduce range anxiety are reducing driving intensity, increasing the vehicle range, extending the vehicle range with better charging infrastructure. Better household vehicle flexibility and less range uncertainty can also significantly reduce range anxiety. The SED method and the numerical results are expected to contribute to better understanding of the range anxiety barrier and the BEV demand.

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Dynamics of Workplace Charging for Plug-in Electric Vehicles: How Much is Needed and at What Speed?

Nicholas

Tal

2013

WEVJ

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This paper presents workplace charging needs from two perspectives: the potential needs based on modelling and the needs based on survey results. These approaches both examine workplace needs from what people need to increase usage of the cars, and what workplace charging they will they actually use. The analysis reveals that for California driving patterns, chargers at the workplace can increase electric vehicle miles travelled (eVMT) by approximately 2%-10% for PHEVs and about 6%-9% for a 60-100 mile battery electric vehicle (BEV). The actual number of chargers used depends on the price charged. Both methods show that workplace charging will increase if charging is free versus a priced scenario with no extra benefit in terms of eVMT. The survey shows that 2 out of 10 vehicles will use workplace charging if it is priced between home electricity and gasoline on a cents per mile basis, while 8 out of 10 vehicles will use it if free on any given day. This corresponds to a 2-4 times increase in "needed" chargers depending on assumptions of how many cars one charger can serve per day. Also investigated was the speed of charging needed at work. Most charging of PHEVs can be accomplished with low power charging and 80% of BEV charging can be accomplished with low power. In general low power charging should comprise 80% or chargers, and charging price should be segmented by charging speed to encourage efficient use of high power chargersreserving high power level 2 charging for those who need it such as some BEVs and utilizing low power chargers for PHEVs and low need BEVs.

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Optimal Design and Allocation of Electrified Vehicles and Dedicated Charging Infrastructure for Minimum Greenhouse Gas Emissions

Cited by 3 publications

References 13 publications

A framework for the integrated optimization of charging and power management in plug-in hybrid electric vehicles

A framework for the integrated optimization of charging and power management in plug-in hybrid electric vehicles

Measuring Range Anxiety: the Substitution-Emergency-Detour (SED) Method

Dynamics of Workplace Charging for Plug-in Electric Vehicles: How Much is Needed and at What Speed?

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