This paper presents a study undertaken to understand the plug-in vehicle acceptance and probable utilization behaviour in terms of charging habits and utility factor (probability of driving in electrical mode). A surv...This paper presents a study undertaken to understand the plug-in vehicle acceptance and probable utilization behaviour in terms of charging habits and utility factor (probability of driving in electrical mode). A survey was designed to be answered via World Wide Web, throughout 3 months and only accessible to Portuguese inhabitants. The survey was composed by biographical and car ownership info, mobility patterns, awareness toward plug-in vehicle technologies, price premium and, finally, potential buyer’s attitudes regarding charging vehicles with electricity from the grid. An explanation of how each vehicle technology works in the case of a regular hybrid (HEV), a plug-in hybrid (PHEV) and a pure electric vehicle (EV) was provided. A total sample of 809 volunteers answered the survey, aged above 18 years old, 50% male and 50% female. The results allowed the estimation of the typical daily driving distance, the Utility Factor curve for plug-in hybrid future users, the charging preferences for future users of pure electric or plug-in hybrid vehicles and the necessary feebates to promote the market penetration of such technologies. Other correlations were also analyzed between driving patterns, type of owned car, price premium and the willingness to buy pure electric and plug-in hybrid vehicles. The main policy implications are that an increase of awareness campaigns is necessary if the government intends to support the plug-in electric vehicle technology widespread and a minimum of 5000 € investment per ton of avoided CO2 will be necessary in a year.展开更多
With proper power scheduling and dynamic pricing,a unidirectional charger can provide benefits and regulation services to the electricity grid,at a level approaching that of bidirectional charging.Power scheduling and...With proper power scheduling and dynamic pricing,a unidirectional charger can provide benefits and regulation services to the electricity grid,at a level approaching that of bidirectional charging.Power scheduling and schedule flexibility of electric and plug-in hybrid vehicles are addressed.The use of electric vehicles(EVs)as flexibility resources and associated unidirectional vehicle-to-grid benefits are investigated.Power can be scheduled with the EV charger in control of charging or via control by a utility or an aggregator.Charging cost functions suitable for charger-and utility-controlled power scheduling are presented.Ancillary service levels possible with unidirectional vehicle-to-grid are quantified using sample charging scenarios from published data.Impacts of various power schedules and vehicle participation as a flexibility resource on electricity locational prices are evaluated.These include benefits to both owners and load-serving entities.Frequency regulation is considered in the context of unidirectional charging.展开更多
To reduce the difficulty and enhance the enthusiasm of private-owned electric vehicles(EVs) in participating in frequency regulation ancillary service market(FRASM), a decision aid model(DAM) is proposed. This paper p...To reduce the difficulty and enhance the enthusiasm of private-owned electric vehicles(EVs) in participating in frequency regulation ancillary service market(FRASM), a decision aid model(DAM) is proposed. This paper presents three options for EV participating in FRASM, i. e., the base mode(BM), unidirectional charging mode(UCM), and bidirectional charging/discharging mode(BCDM), based on a reasonable simplification of users' participating willingness. In BM, individual EVs will not be involved in FRASM, and DAM will assist users to set the optimal charging schemes based on travel plans under the time-of-use(TOU) price. UCM and BCDM are two modes in which EVs can take part in FRASM. DAM can assist EV users to create their quotation plan, which includes hourly upper and lower reserve capabilities and regulation market mileage prices. In UCM and BCDM, the difference is that only the charging rate can be adjusted in the UCM, and the EVs in BCDM can not only charge but also discharge if necessary. DAM can estimate the expected revenue of all three modes, and EV users can make the final decision based on their preferences. Simulation results indicate that all the three modes of DAM can reduce the cost, while BCDM can get the maximum expected revenue.展开更多
为提高电动汽车充电站储能系统稳定性、安全性和经济性,提出一种考虑动力电池梯次利用的充电站光储容量优化配置方法。首先,针对退役动力电池考虑了电池充放电深度和循环次数对使用寿命的影响,建立了退役动力电池容量衰减和寿命损耗模型...为提高电动汽车充电站储能系统稳定性、安全性和经济性,提出一种考虑动力电池梯次利用的充电站光储容量优化配置方法。首先,针对退役动力电池考虑了电池充放电深度和循环次数对使用寿命的影响,建立了退役动力电池容量衰减和寿命损耗模型,基于容量衰减和寿命损耗模型建立退役动力电池荷电状态(state of charge,SOC)与健康状态(state of health,SOH)耦合关系评价模型;其次,在SOC与SOH耦合关系评价模型的基础上,以充电站年净收益最优为目标函数建立充电站容量优化配置模型;最后,在满足一定能量交换策略的前提下,以某地区光伏储能电站为例对模型进行求解。通过算例分析得出:基于退役电池SOC与SOH耦合关系评价模型进行梯次利用的储能容量优化配置能使整个储能系统的功率峰值降低,且相较于无评价模型系统的功率更加平滑,有利于延长储能系统的寿命周期,提高了系统的稳定性和经济性。展开更多
虚拟电厂中分布式能源和电动汽车等设备之间数据交换量大,需要借助通信技术实现分布式能源聚合和调度优化管理,但分配给电力通信的频谱资源有限。文章建立基于认知无线电的虚拟电厂分层架构,提出一种基于蝠鲼觅食优化–梯度优化(manta r...虚拟电厂中分布式能源和电动汽车等设备之间数据交换量大,需要借助通信技术实现分布式能源聚合和调度优化管理,但分配给电力通信的频谱资源有限。文章建立基于认知无线电的虚拟电厂分层架构,提出一种基于蝠鲼觅食优化–梯度优化(manta ray foraging optimization-gradient based optimizer,MRFO-GBO)算法的协作频谱感知技术,优化融合中心的加权向量,进而提高检测概率以及频谱利用率。与其他算法相比,MRFO-GBO算法可以更有效地用于电动汽车中的协作频谱感知,提高认知用户感知主用户的准确性。展开更多
文摘This paper presents a study undertaken to understand the plug-in vehicle acceptance and probable utilization behaviour in terms of charging habits and utility factor (probability of driving in electrical mode). A survey was designed to be answered via World Wide Web, throughout 3 months and only accessible to Portuguese inhabitants. The survey was composed by biographical and car ownership info, mobility patterns, awareness toward plug-in vehicle technologies, price premium and, finally, potential buyer’s attitudes regarding charging vehicles with electricity from the grid. An explanation of how each vehicle technology works in the case of a regular hybrid (HEV), a plug-in hybrid (PHEV) and a pure electric vehicle (EV) was provided. A total sample of 809 volunteers answered the survey, aged above 18 years old, 50% male and 50% female. The results allowed the estimation of the typical daily driving distance, the Utility Factor curve for plug-in hybrid future users, the charging preferences for future users of pure electric or plug-in hybrid vehicles and the necessary feebates to promote the market penetration of such technologies. Other correlations were also analyzed between driving patterns, type of owned car, price premium and the willingness to buy pure electric and plug-in hybrid vehicles. The main policy implications are that an increase of awareness campaigns is necessary if the government intends to support the plug-in electric vehicle technology widespread and a minimum of 5000 € investment per ton of avoided CO2 will be necessary in a year.
文摘With proper power scheduling and dynamic pricing,a unidirectional charger can provide benefits and regulation services to the electricity grid,at a level approaching that of bidirectional charging.Power scheduling and schedule flexibility of electric and plug-in hybrid vehicles are addressed.The use of electric vehicles(EVs)as flexibility resources and associated unidirectional vehicle-to-grid benefits are investigated.Power can be scheduled with the EV charger in control of charging or via control by a utility or an aggregator.Charging cost functions suitable for charger-and utility-controlled power scheduling are presented.Ancillary service levels possible with unidirectional vehicle-to-grid are quantified using sample charging scenarios from published data.Impacts of various power schedules and vehicle participation as a flexibility resource on electricity locational prices are evaluated.These include benefits to both owners and load-serving entities.Frequency regulation is considered in the context of unidirectional charging.
基金supported in part by the National Natural Science Foundation of China(No.51777065).
文摘To reduce the difficulty and enhance the enthusiasm of private-owned electric vehicles(EVs) in participating in frequency regulation ancillary service market(FRASM), a decision aid model(DAM) is proposed. This paper presents three options for EV participating in FRASM, i. e., the base mode(BM), unidirectional charging mode(UCM), and bidirectional charging/discharging mode(BCDM), based on a reasonable simplification of users' participating willingness. In BM, individual EVs will not be involved in FRASM, and DAM will assist users to set the optimal charging schemes based on travel plans under the time-of-use(TOU) price. UCM and BCDM are two modes in which EVs can take part in FRASM. DAM can assist EV users to create their quotation plan, which includes hourly upper and lower reserve capabilities and regulation market mileage prices. In UCM and BCDM, the difference is that only the charging rate can be adjusted in the UCM, and the EVs in BCDM can not only charge but also discharge if necessary. DAM can estimate the expected revenue of all three modes, and EV users can make the final decision based on their preferences. Simulation results indicate that all the three modes of DAM can reduce the cost, while BCDM can get the maximum expected revenue.
文摘为提高电动汽车充电站储能系统稳定性、安全性和经济性,提出一种考虑动力电池梯次利用的充电站光储容量优化配置方法。首先,针对退役动力电池考虑了电池充放电深度和循环次数对使用寿命的影响,建立了退役动力电池容量衰减和寿命损耗模型,基于容量衰减和寿命损耗模型建立退役动力电池荷电状态(state of charge,SOC)与健康状态(state of health,SOH)耦合关系评价模型;其次,在SOC与SOH耦合关系评价模型的基础上,以充电站年净收益最优为目标函数建立充电站容量优化配置模型;最后,在满足一定能量交换策略的前提下,以某地区光伏储能电站为例对模型进行求解。通过算例分析得出:基于退役电池SOC与SOH耦合关系评价模型进行梯次利用的储能容量优化配置能使整个储能系统的功率峰值降低,且相较于无评价模型系统的功率更加平滑,有利于延长储能系统的寿命周期,提高了系统的稳定性和经济性。
文摘虚拟电厂中分布式能源和电动汽车等设备之间数据交换量大,需要借助通信技术实现分布式能源聚合和调度优化管理,但分配给电力通信的频谱资源有限。文章建立基于认知无线电的虚拟电厂分层架构,提出一种基于蝠鲼觅食优化–梯度优化(manta ray foraging optimization-gradient based optimizer,MRFO-GBO)算法的协作频谱感知技术,优化融合中心的加权向量,进而提高检测概率以及频谱利用率。与其他算法相比,MRFO-GBO算法可以更有效地用于电动汽车中的协作频谱感知,提高认知用户感知主用户的准确性。
