Feasibility of PV and battery energy storage based EV charging in different charging stations

Islam, Sameer; Mithulananthan, Nadarajah; Bhumkittipich, Krischonme

doi:10.1109/ecticon.2016.7561448

Cited by 13 publications

(20 citation statements)

References 14 publications

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“…2.10. The mutual correlation coefficients calculated from this figure are tabulated in Table 2 Preliminary results show that the PV and BES based EV charging is most conducive to BC [36], and therefore, the discussions are limited to BC only. …”

Section: 33mentioning

confidence: 99%

“…In addition, it can depend on the power supplied by BES [36]. Referred to Table 2.6, in the deterministic analysis, their values are assumed to be known precisely.…”

Section: Step 2: Analyzing the Impact Of Ev Charging On The Gridmentioning

confidence: 99%

“…Moreover, the peak of the charging load for HC occurs during the night-time [39]. City councils' parking, shopping malls, universities, offices, etc., may be collectively defined as the BC [36]. Usually, the average time of stay at BC, respectively, are 3 hours [42] and 8 hours [40] for universities and offices.…”

Section: Classification Of Ev Charging Locationsmentioning

confidence: 99%

“…Deploy BES [124,[127][128][129] Reduce losses [36,128] Deploy both [30,36,[125][126][127] Reduce unbalance [36,119] Reduce loading [36] Reduce costs [36,86,118,123,126] Reduce GHG emissions [86,117] Reduce transformer, feeder capacities required [36,129] Improve voltages [36,75,116,127] Improve QoS [36] Even though these papers form a comprehensive realm of studies regarding whether to augment grid or deploy PV and BES, the following limitations can be pointed out,  The papers above have assumed that either augmenting/reconfiguring the grid/phase or deploying onsite PV and BES is the best solution for reducing the impact, costs, GHG and increasing QoS. However, in practice, their various combinations (e.g., grid augmentation and PV; grid augmentation, PV, and BES; etc.)…”

Section: 34mentioning

confidence: 99%

“…Commercial Charging (CC), Business Charging (BC), and Home Charging (HC) [36][37][38][39]. The CCi.e., charging EVs at fast commercial charging stations (CS) -is identical to the refueling stations, and the EVs are expected to be charged here while commuting [38].…”

Section: Classification Of Ev Charging Locationsmentioning

confidence: 99%

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PV-based EV charging station with vehicle-to-grid services for business premises

Islam¹

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The transportation sector is the second major contributor to the global greenhouse gas (GHG) emissions, next to electricity generation sector. GHG emissions are projected to grow in the future due to the over-reliance on fossil fuels for both electricity generation and transportation sectors.However, the growth can be stalled by gradually introducing electric vehicles (EVs) as they produce less GHG compared to their conventional counterparts. Despite that, their proliferation has been stunted by a completely new set of challenges in addition to a very high capital cost. These challenges include low driving ranges, scarcity of electric vehicle charging stations (EVCS), long charging time and inability to provide charging service readily. Nevertheless, some of these challenges can be addressed by installing EVCS at business premises (i.e., offices, universities, etc.) and augmenting EVCS with onsite PV and battery energy storage (BES). In that case, the impacts of EV charging on the grid will be less significant; charging services will be available readily, and GHG emissions growth can be reduced significantly. Moreover, EVCS, under suitable conditions, would be able to provide vehicle-to-grid (V2G) services, which makes EVCS more attractive.Despite such prospective opportunities, offhand planning and operational planning of EVCS would deem them unachievable. In addition, the inherent intermittency of PV, and EV and grids loads will pose considerable hindrance on availing those benefits.Hence, this research focusses on an EVCS with onsite PV and BES, in the perspective of planning and operational planning including V2G services. The cornerstone of the planning and operational planning is an appropriate EV load model that captures the uncertainties of EV charging. In addition, the EV load model reflects the grid voltage and EV battery's state of charge (SOC)-dependency of EV charging. Moreover, it accounts for the diversity of the EV population embodied by market shares, battery sizes, charging levels, and charging voltages, currents, and power factors. Furthermore, it is scalable to facilitate seamless assimilation of a large EV population. Therefore, a new EV load model is first proposed with MATLAB/Simulink validation reflecting the factors above along with the recommendations by the standard BS EN 61851-23:2014. This EV model is then incorporated into the planning activities, which include four chronological exercises. Firstly, the impact (i.e., grid voltage, current, losses, etc.) of the EV charging on the grid at different locations, namely home, office, public charging, is investigated considering the uncertainties. Secondly, the optimal location of the PV and BES based EVCS is divulged regarding the reduction of the impact and costs involved while enhancing the charging quality of service (QoS). Thirdly, a suitability analysis is performed for the obtained optimal location to find the most suitable combination of the grid upgrading, PV deployment, and BES iii deployment to satisfy the QoS, ...

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Section: 33mentioning

confidence: 99%

“…In addition, it can depend on the power supplied by BES [36]. Referred to Table 2.6, in the deterministic analysis, their values are assumed to be known precisely.…”

Section: Step 2: Analyzing the Impact Of Ev Charging On The Gridmentioning

confidence: 99%