Optimal Coordinated Management of a Plug-In Electric Vehicle Charging Station under a Flexible Penalty Contract for Voltage Security
Abstract
:1. Introduction
2. Flexible Penalty Contract for Voltage Security
2.1. Need for Coordination between the Charging Station Operator and the Distribution Network Operator
2.2. Concept of Coordinated Operation with the Flexible Penalty Contract
3. Formulation for Coordinated Management of a Plug-In Electric Vehicle Charging Station under the Flexible Penalty Contract
3.1. Specifying the Flexible Penalty Contract by the Distribution Network Operator
- Power flow constraints:
- Tap operational constraints of the main transformer:
3.2. Optimal Charging Management of the Charging Station Operator under the Flexible Penalty Contract Scheme
4. Case Studies
4.1. Simulation Settings
4.1.1. Network Configuration and Data
4.1.2. Characteristic Data of the Plug-in Electric Vehicles
4.1.3. Time-of-use Rates for the Charging Station Operator
4.1.4. Others
4.2. Simulation Cases
4.3. Simulation Results
5. Conclusions
Acknowledgments
Author Contributions
Conflicts of Interest
Appendix
PEV No. | Arrival Time | Departure Time | Initial SoC | Required SoC | PEV No. | Arrival Time | Departure Time | Initial SoC | Required SoC |
---|---|---|---|---|---|---|---|---|---|
1 | 8 h | 19 h | 11.50% | 86.03% | 51 | 8 h | 19 h | 0% | 30.16% |
2 | 7 h | 16 h | 23.50% | 44.80% | 52 | 7 h | 17 h | 30.17% | 41.60% |
3 | 8 h | 18 h | 13.97% | 73.31% | 53 | 9 h | 18 h | 12.79% | 67.15% |
4 | 9 h | 20 h | 20.78% | 28.83% | 54 | 9 h | 19 h | 52.45% | 75.25% |
5 | 10 h | 19 h | 19.77% | 81.72% | 55 | 9 h | 19 h | 41.44% | 44.28% |
6 | 7 h | 20 h | 13.69% | 57.11% | 56 | 11 h | 18 h | 26.69% | 61.80% |
7 | 9 h | 21 h | 40.49% | 87.12% | 57 | 10 h | 20 h | 23.20% | 70.92% |
8 | 10 h | 19 h | 39.40% | 96.56% | 58 | 11 h | 20 h | 45.06% | 49.77% |
9 | 11 h | 20 h | 28.29% | 62.97% | 59 | 10 h | 21 h | 49.57% | 68.68% |
10 | 9 h | 21 h | 45.03% | 100% | 60 | 10 h | 19 h | 43.85% | 75.19% |
11 | 9 h | 19 h | 32.76% | 77.99% | 61 | 7 h | 20 h | 28.46% | 69.20% |
12 | 8 h | 17 h | 0% | 21.11% | 62 | 8 h | 17 h | 0% | 65.12% |
13 | 7 h | 19 h | 22.83% | 35.12% | 63 | 8 h | 18 h | 62.47% | 73.34% |
14 | 10 h | 18 h | 33.99% | 84.81% | 64 | 9 h | 19 h | 40.94% | 100% |
15 | 9 h | 20 h | 12.47% | 63.23% | 65 | 10 h | 18 h | 36.33% | 68.04% |
16 | 9 h | 18 h | 38.31% | 53.11% | 66 | 8 h | 21 h | 24.68% | 69.87% |
17 | 8 h | 20 h | 60.31% | 82.91% | 67 | 10 h | 20 h | 27.36% | 80.18% |
18 | 10 h | 20 h | 35.15% | 84.78% | 68 | 10 h | 22 h | 38.47% | 88.46% |
19 | 9 h | 19 h | 56.05% | 100% | 69 | 9 h | 21 h | 27.50% | 51.11% |
20 | 11 h | 19 h | 65.23% | 68.60% | 70 | 10 h | 20 h | 58.25% | 76.01% |
21 | 9 h | 18 h | 0% | 35.12% | 71 | 9 h | 19 h | 21.51% | 56.08% |
22 | 8 h | 17 h | 21.82% | 68.92% | 72 | 7 h | 19 h | 49.27% | 67.89% |
23 | 8 h | 18 h | 3.08% | 51.90% | 73 | 7 h | 18 h | 11.85% | 69.44% |
24 | 10 h | 18 h | 39.09% | 53.12% | 74 | 8 h | 20 h | 61.92% | 92.01% |
25 | 9 h | 19 h | 30.32% | 39.89% | 75 | 9 h | 19 h | 2.21% | 60.14% |
26 | 10 h | 19 h | 29.78% | 73.76% | 76 | 9 h | 17 h | 16.65% | 50.10% |
27 | 10 h | 17 h | 43.47% | 100% | 77 | 10 h | 20 h | 28.42% | 98.67% |
28 | 9 h | 20 h | 35.27% | 82.97% | 78 | 12 h | 22 h | 11.29% | 60.32% |
29 | 11 h | 19 h | 17.95% | 80.20% | 79 | 9 h | 21 h | 35.87% | 77.78% |
30 | 10 h | 19 h | 30.22% | 75.05% | 80 | 9 h | 20 h | 36.73% | 67.11% |
31 | 8 h | 17 h | 6.48% | 63.96% | 81 | 8 h | 16 h | 21.39% | 69.12% |
32 | 7 h | 19 h | 29.69% | 64.34% | 82 | 9 h | 19 h | 16.99% | 43.41% |
33 | 8 h | 19 h | 25.79% | 49.77% | 83 | 8 h | 19 h | 10.08% | 66.41% |
34 | 8 h | 21 h | 14.50% | 61.91% | 84 | 11 h | 19 h | 46.78% | 100% |
35 | 10 h | 18 h | 17.27% | 57.98% | 85 | 9 h | 19 h | 15.64% | 80.69% |
36 | 9 h | 19 h | 39.27% | 45.40% | 86 | 10 h | 19 h | 20.6% | 78.89% |
37 | 10 h | 22 h | 35.65% | 81.29% | 87 | 12 h | 22 h | 48.81% | 97.62% |
38 | 8 h | 21 h | 30.29% | 98.98% | 88 | 9 h | 19 h | 42.32% | 79.15% |
39 | 10 h | 18 h | 25.70% | 100% | 89 | 9 h | 19 h | 10.07% | 74.85% |
40 | 9 h | 18 h | 43.91% | 91.42% | 90 | 9 h | 19 h | 36.32% | 56.52% |
41 | 8 h | 18 h | 0% | 57.38% | 91 | 9 h | 17 h | 51.72% | 66.58% |
42 | 8 h | 17 h | 15.10% | 76.83% | 92 | 8 h | 18 h | 0% | 21.53% |
43 | 9 h | 18 h | 28.90% | 57.49% | 93 | 8 h | 19 h | 42.49% | 68.76% |
44 | 9 h | 18 h | 41.51% | 100% | 94 | 9 h | 19 h | 39.99% | 88.64% |
45 | 7 h | 19 h | 33.64% | 79.77% | 95 | 8 h | 19 h | 10.24% | 78.05% |
46 | 8 h | 20 h | 35.79% | 76.77% | 96 | 9 h | 20 h | 43.21% | 59.13% |
47 | 10 h | 20 h | 37.25% | 74.16% | 97 | 10 h | 19 h | 68.65% | 100% |
48 | 10 h | 20 h | 50.73% | 97.30% | 98 | 9 h | 20 h | 30.10% | 100% |
49 | 11 h | 20 h | 28.65% | 62.93% | 99 | 10 h | 20 h | 60.78% | 85.95% |
50 | 10 h | 18 h | 58.46% | 78.43% | 100 | 10 h | 20 h | 40.48% | 80.89% |
Nomenclature
Abbreviations
PEV | Plug-in electric vehicle |
DNO | Distribution network operator |
CSO | Charging station operator |
TOU | Time-of-use |
FPC | Flexible penalty contract |
OLTC | On-load tap changer |
Indices
i | Index of each bus in the distribution network |
t | Index of each time slot |
k | Index of each PEV |
l | Index of each distribution line |
Variables
Maximum available charging power on bus i the at time slot t | |
Recommended charging power on bus i at the time slot t | |
Tap position of the main transformer at the time slot t | |
Voltage on bus i at the time slot t | |
, | Active/reactive power flow on distribution line l at the time slot t |
, | Day-ahead forecasted active/reactive power demand on bus i at the time slot t |
Charging demand in the charging station on bus i at the time slot t | |
Phase angle on bus i at the time slot t | |
Number of PEVs being charged on bus i at the time slot t | |
Recommended number of PEVs to be charged on bus i at the time slot t | |
Charging status of the kth PEV on bus i at the time slot t | |
State-of-charge of the kth PEV on bus i at the time slot t |
Parameters
n | Total number of buses in distribution network |
SM | Security margin in the calculation of (%) |
βt | Penalty price of the FPC at the time slot t |
ρt | TOU rate at the time slot t |
μt | Charging service fee at the time slot t |
VUL/VLL | Upper/Lower voltage limit |
Gij, Bij | Conductance/susceptance of the distribution line between the i th and jth buses |
NTMAX | Maximum number of tap movements for 24 h |
Number of PEVs at the charging station at the time slot t | |
Rated power of the charging cable | |
Capacity of each PEV | |
∆t | Size of each time slot |
, | Initial/required values of the state-of-charge for the kth PEV on bus i |
Maximum value of state-of-charge for PEV | |
, | Arrival/departure times of the kth PEV on bus i |
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Information | Arrival Time | Departure Time | Initial SoC | Required SoC |
---|---|---|---|---|
Average Value | 9:00 | 19:00 | 30% | 70% |
Standard Deviation | 1 h | 1 h | 20% | 20% |
Time | Rates | Time |
---|---|---|
On-peak | 0.361 | 13:00–20:00 |
Part-peak | 0.145 | 06:00–13:00 |
20:00–23:00 | ||
Off-peak | 0.092 | 00:00–06:00 |
23:00–24:00 |
Parameter | Acronym | Value |
---|---|---|
Security margin | SM | 10% |
Maximum SoC for a PEV | SoCMAX | 100% |
Upper voltage limit of the network | VUL | 1.05 p.u. |
Lower voltage limit of the network | VLL | 0.95 p.u. |
Number of charging slots at the charging station | NSLOT | 100 |
Number of PEVs assumed for the simulation | NPEV | 100 |
Number of Tap levels | NTP | 17 |
Penalty price for the FPC | β | $0.24/kWh |
Simulation Cases | Condition | Tariff | Charging Station Location |
---|---|---|---|
Case A | I | Flat rate | Bus 56 |
II | PG&E EV-9A TOU | ||
III | PG&E EV-9A TOU + FPC | ||
Case B | I | Flat rate | Bus 61 |
II | PG&E EV-9A TOU | ||
III | PG&E EV-9A TOU + FPC | ||
Case C | I | Flat rate | Bus 9 |
II | PG&E EV-9A TOU | ||
III | PG&E EV-9A TOU + FPC |
Simulaiton Cases | DNO‘s Optimization | CSO’s Optimization | ||
---|---|---|---|---|
I. Flat Rate | II. PG andE EV-9A TOU | III. PG andE EV-9A TOU + FPC | ||
Case A (Bus 56) | 282 | 1 | 651 | 2259 |
Case B (Bus 61) | 397 | 1 | 841 | 8689 |
Case C (Bus 9) | 278 | 1 | 835 | 1366 |
© 2016 by the authors; licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC-BY) license (http://creativecommons.org/licenses/by/4.0/).
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Kim, J.; Kim, S.W.; Jin, Y.G.; Park, J.-K.; Yoon, Y.T. Optimal Coordinated Management of a Plug-In Electric Vehicle Charging Station under a Flexible Penalty Contract for Voltage Security. Energies 2016, 9, 538. https://doi.org/10.3390/en9070538
Kim J, Kim SW, Jin YG, Park J-K, Yoon YT. Optimal Coordinated Management of a Plug-In Electric Vehicle Charging Station under a Flexible Penalty Contract for Voltage Security. Energies. 2016; 9(7):538. https://doi.org/10.3390/en9070538
Chicago/Turabian StyleKim, Jip, Seung Wan Kim, Young Gyu Jin, Jong-Keun Park, and Yong Tae Yoon. 2016. "Optimal Coordinated Management of a Plug-In Electric Vehicle Charging Station under a Flexible Penalty Contract for Voltage Security" Energies 9, no. 7: 538. https://doi.org/10.3390/en9070538
APA StyleKim, J., Kim, S. W., Jin, Y. G., Park, J.-K., & Yoon, Y. T. (2016). Optimal Coordinated Management of a Plug-In Electric Vehicle Charging Station under a Flexible Penalty Contract for Voltage Security. Energies, 9(7), 538. https://doi.org/10.3390/en9070538