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AbstractElectric vehicles (EVs) may soon enter the vehicle In 2012 the Swedish demand reach a maximum of 26035 MW
market in large numbers and change the overall fuel usage within in the morning hours 9 A.M.10 A.M. of February 3rd [1]. If
the passenger transport sector. With increased variable consump- many electric vehicles (EVs) starts charging when arriving to
tion from EVs together with anticipated increased production
from variable sources, due to renewable wind and solar power, work and the timing for the charging coincides with the timing
also the balancing of the electric power system incur increased for the load peak, it would significantly increase the load peak.
attention. This emphasizes the importance of developing models This makes it important to investigate travel behaviors and fu-
to estimate and investigate the stochasticity of personal car travel ture charging patterns of EVs.
behavior and induced EV charging load. Several studies have The increased amount of EVs with variable charging con-
been made in order to model the stochasticity of passenger car
travel behavior but none have captured the charging behavior sumption is followed also by an increased opportunity for the
dependence of the type-of-trip conducted. This paper proposes a EVs to act as individual and flexible loads in the system. Flex-
new model for plug-in-hybrid electric vehicle (PHEV) utilization ible EV batteries could prove themselves to become useful in a
and recharging price sensitivity, to determine charging load smart grid, and the exemplified additional EVC load could in-
profiles based on driving patterns due to the type-of-trip and stead help mitigate load variations and load peaks. The oppor-
corresponding charging need. This approach makes it possible
to relate the type-of-trip with the consumption level, the parking tunity of using EV batteries as grid ancillary services has for
location, and the charging opportunity. The proposed model is example been studied in [2][5]. The potential of using EV bat-
applied in a case study using Swedish car travel data. The results teries as flexible loads will depend on the randomness of parking
show the charging load impact and variation due to the stochastic events, charging opportunities, charging costs, and charging be-
PHEV type-of-trip mobility, allowing quantification of the PHEV havior and there will exist a potential only if some level of flex-
charging impact on the system.
ibility is assumed for the charging behavior of the EV drivers.
Index TermsCharging flexibility, electric vehicle charging Previous research has been carried out in the sense of opti-
(EVC) behavior, load profiles, Plug-in-hybrid electric vehicles
mizing the EVC with the purposes of minimizing the customer
(PHEVs), price sensitivity, type-of-trip.
charging cost [6], [7], maximizing the aggregator profit [8],
maximizing the use of the networks [9][11], and minimizing
I. INTRODUCTION system losses and improving voltage regulation [12]. However,
these optimization approaches are assuming external charging
holds for changing state from a parking state to another parking where is the number of PHEVs that are starting a type-of-
state when the PHEV first needs to occupy a driving state. trip and is the number of PHEVs that
In box in Fig. 1 charging opportunities in parking states re- are ending a type-of-trip at time . The total
lated to the type-of-trip are defined. If the PHEV occupies any of number of driving PHEVs in driving state is:
the parking states the PHEV is parked. If the PHEV
occupy any of the driving states the PHEV is run- (5)
ning and thus consuming electricity from the battery given there
It is assumed that the probability to start a type-of-trip is inde-
is enough left, otherwise the second engine and its fuel is used.
pendent of current parking state. The elements of the time-de-
The driving states represent several type-of-trips performed by
pendent transition matrices is estimated as:
the PHEV between the different parking locations. After occu-
pying a parking state, the PHEV can either stay or end up in
any driving state. In the driving states, the PHEV can have dif- (6)
ferent electric power consumption or fuel consumption due to
the type-of-trip. The parking states offer different charging op- for changing from any parking state into driving state , and
portunities. After occupying a driving state the PHEV can end
up in a parking state with charging opportunity dependent on (7)
the type-of-trip conducted. The Markov chain starts in an initial
state at time step 0, by letting a PHEV occupy one of the states for changing from driving state into parking state . For re-
in the set . The initial state probabilities are: maining in parking state the element is estimated as:
(1) (8)
(11)
(3)
PHEV utilization parameters can further be found, (box in
The total number of parked PHEVs in the next time step is: Fig. 1). The cumulative distance driven with electricity is
calculated as:
if charging,
(14)
else.
(23)
(25)
Fig. 4. Share of starting vehicle trips a weekday used to model PHEVs driving
Fig. 5. Share of ending vehicle trips a weekday used to model PHEVs driving
pattern with type-of-trip defined in Table II, [20].
pattern with type-of-trip defined in Table II, [20].
medium charging power outlets, parking states B offer slow and 5. The travel behaviors for the car trips made in Sweden
charging power outlets and parking state C offers no outlets. during average weekdays and weekend days were divided into
For Case I.c it is assumed that parking state C offers medium groups according to type-of-trips performed in the RES0506
charging power outlets while parking states A and B offer no database. The result of this grouping is presented in Table II.
outles. For Case III slow charging is assumed to be offered at The number of car travel data-points were , and in
all parking events. order to estimate the transition probabilities the initial number of
This leads to a transition matrix, (box III, Fig. 1), on the form driving vehicles in type-of-trip , for weekdays were set to
shown in the equation at bottom of the page, where . Pas- , , ,
senger car travel data can for example be found in the Swedish , . The estimations result in a transition
National travel survey (RES0506) [20]. The RES0506 database probability matrix for each time step and
covers detailed travel information from the period of 1st Oc- weekday, Saturday, or Sunday.
tober 2005 to 30th September 2006 of respondents movements, The velocity is assumed to be type-of-trip dependent. Fur-
mode of transport, errand of the journey, starting and ending thermore, the electricity consumption , and the second fuel
times. In the database information can also be found concerning consumption , are assumed to be type-of-trip and velocity-
gender, age, employment, holding of driving licences, and the dependent. The type-of-trips are categorized in three groups,
households number of cars as well as housing form. Data for . The grouping is made based on the character-
the amount of a type-of-trip with car starting, or ending istic of the type-of-trip which is assumed to impact the velocity
, at time , were obtained from RES0506. The data were pri- and consumption due to external conditions such as for example
marily hourly, whilst for the simulations they were interpolated driving in a rural or urban area. The grouping is made consid-
into hourly steps. The share of these type-of-trips ering the errand, and commuting type-of-trips 1, 2, and gro-
starting and ending times for a weekday are illustrated in Figs. 4 ceries shopping type-of-trip 3 are set to belong to . These
(26)
GRAHN et al.: PHEV UTILIZATION MODEL CONSIDERING TYPE-OF-TRIP AND RECHARGING FLEXIBILITY 145
Fig. 10. Case II. Expected mean load a weekday with 100% flexible PHEVs
charging at parking state A, , and , .
Fig. 8. Inflexible Case I, compared to flexible Case II, weekly PHEV utiliza-
tion, emissions and costs. (a) Electricity charging cost. (b) emissions.
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Pia Grahn (SM10) was born in Lycksele, Sweden, Lennart Sder (M91) was born in Solna, Sweden,
in 1984. She received her M.Sc. degree in engi- in 1956. He received his M.Sc. and Ph.D. degrees in
neering physics from Uppsala University, Sweden, electrical engineering from the KTH Royal Institute
in 2009, began her Ph.D. at Electric Power Systems of Technology, Stockholm, Sweden, in 1982 and
at the Royal Institute of Technology, Stockholm, 1988, respectively. He is currently a Professor in
Sweden, in 2010, and her research topic is on the Electric Power Systems at the Royal Institute of
integration of electric vehicles. Technology (KTH). He also works with projects
concerning deregulated electricity markets and
integration of wind power.