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Electric Vehicles and the Power Grid
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
The power demand from the grid for charging a large capacity battery-pack like that in a PEV is significant. The power demand is also varying depending on the battery size and battery state-of-charge. On top of these, there will be a large variation in the power demand when multiple EVs charge simultaneously. This puts a lot of strain on the utility both in terms on grid power flow management as well as for meeting bursts of peak power demands. A suitable solution to address the power supply challenges is to include a local storage capability within the charging station for system-level benefits as shown in Figure 12.6a and b. The local storage allows the station owner to profile the power demand from the station, while still delivering the desired power to individual customers. The storage also enables the station owner to be responsive to the needs of the local utility while avoiding high peak-demand charges, which could be a significant percentage of the electricity costs depending on the utility rate structure. The downside of adding the storage is the additional investment cost for the charging station owner.
A meta-heuristic-based optimal placement of distributed generation sources integrated with electric vehicle parking lot in distribution network
Published in Rajkumar Viral, Anuradha Tomar, Divya Asija, U. Mohan Rao, Adil Sarwar, Smart Grids for Renewable Energy Systems, Electric Vehicles and Energy Storage Systems, 2023
EVs are a promising option for reducing pollution caused by transportation. EVPL have grown in popularity as EVs become increasingly widespread; nonetheless, the negative impact of the EV charging station loads on the electrical grid should not be underestimated. Using a direct approach-based load flow analysis, this chapter investigates the impact of EVPL on the IEEE standard system. More grid power is required to charge electric vehicles, resulting in increased power losses. As a result, to compensate for EVPL power losses, DG should be used. To compensate for the system’s power loss, this study uses Type 2 DG. HS-TLBO, a hybrid algorithm, was also used to reduce losses by determining the best node for EVPL and DG placement.
Batteries Charge Controller and Its Technological Challenges for Plug-in Electric and Hybrid Electric Vehicles
Published in Thandavarayan Maiyalagan, Perumal Elumalai, Rechargeable Lithium-ion Batteries: Trends and Progress in Electric Vehicles, 2020
These chargers are known as: CHAdeMO - worldwideCCS-Combo2 - EuropeSAE-CCS-Combo1 - North AmericaGB/T - ChinaOn-board charging notable points The on-board charger takes AC input from your charging station and converts it to direct current to charge a 350V or 650V batteryLow transfer of energy (kWh)Problem of heating of battery pack is not a concern ⚬ Slow chargingOn-board rectification is used to manage battery status via battery management systemRecharge at any place without any additional equipmentOff-board charging notable points The off-board charging station takes DC input from the charging station and provides DC output to the vehicleHigh transfer of energy (kWh)Need to address battery heating issueFast chargingRequire charging stations of proper ratingConverter circuits are present outside the vehicle in order to provide the rated power values
Fast charging converter and control algorithm for solar PV battery and electrical grid integrated electric vehicle charging station
Published in Automatika, 2020
P. Prem, P. Sivaraman, J. S. Sakthi Suriya Raj, M. Jagabar Sathik, Dhafer Almakhles
DC bus architecture excels AC bus architecture in aspects like simple control circuit and less switching operations resulting in improved stability, reliability and efficiency. Further, AC bus architecture also has synchronization issues [3–5]. The DC bus architecture can be either unipolar or bipolar [6,7]. The unipolar architecture employs conventional two-level converters where in bipolar architecture uses Z-source and multi-level converters. Bipolar converters will be suitable for the implementation of SPV-EVCS as it can facilitate bilateral power exchange between charging station and grid [8]. The selection of converters and control algorithms influences the charging ability of bipolar DC bus architecture. A grid-tied neutral point clamped (NPC) converter for plug-in electric vehicle (PEV) dc fast-charging station is proposed in [9]. The bipolar dc structure of the converter reduces the step-down effort on the dc–dc fast chargers [10]. But, it requires voltage balancing circuits to eliminate the fluctuations in the NPC converter resulting in low current and voltage gain [11]. An NPC converter-based fast charger with voltage balancing coordination for the EV charging station is proposed in [12]. But, unipolar converter cannot be used in SPV-EVCS as it would not facilitate the export of excess power to grid. Also, the dynamic response under the intermittent solar irradiance condition is poor even though it has more freedom to the grid-side current control and removes the low-frequency ripple in the dc-bus voltages.
A GBDT-BCO Technique based Cost Reduction and Energy Management between Electric Vehicle and Electricity Distribution System
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2021
Arumugam Vijayakumar, Dharmaligam Uma
The Figure 1 shows the architecture of power system together with electric vehicles, electric vehicle charging station, system operator. The source of electric vehicle charging consists of PV and ESS system (Shakerighadi et al. 2018). Moreover, the energy management decision is taken by the aggregator. The charging with discharging power is depending on the aggregator decision. Vehicle arrival time, initial state of charge and electric vehicle battery capacity are mechanically detected by the charging station using communication protocol. EV user provides the departure time and preferred SOC.