Environmental Engineering Reference
In-Depth Information
The G2V and V2G capacities of a PHEV are function of many factors, such
as [130]:
Whether the PHEV unit is plugged-in or not;
●
The location of the PHEV unit with regard to the layout of the electrical network;
●
The driver travelling routines/preferences and how this relates to the SOC of the
PHEV battery;
●
The specifications of the PHEV charging stations (
e.g.
slow or fast charge).
●
Consequently, PHEV owners, aggregator entities, grid operators and regulators
need to agree on certain V2G conditions, such as:
Robust business models of V2G services which stimulate smart G2V and V2G
power exchange that benefits stakeholders;
●
Establish adequate technical standards for multiple dispatching strategies that
does not put into jeopardy network operation or vehicle owner rights;
●
Power and energy thresholds the PHEVs are required to follow for V2G injections.
●
The values of the above variables will vary according to the driving profiles,
operation modes and control capabilities of PHEVs. From a modelling perspec-
tive, once the PHEVs are aggregated in considerable quantities, the TCOPF solver
can sum up the capacity they represent to the network, at different time intervals, and
express it as an overall average.
In order to satisfy the travelling demands of vehicle owners, PHEVs posses an
array of energy management strategies that can be applied according to particular
conditions. There are various operation strategies commonly used, the most distinct
being [203]:
Charge-depleting mode
: Is an operation mode consisting in gradually reducing
the SOC of the battery, although the SOC is allowed to fluctuate sometimes;
●
Charge-sustaining mode
: Is an operation mode consisting in gradually main-
taining the same level of SOC for the battery, although the SOC is allowed to
fluctuate in certain moments;
●
All electric range
: Is an operation mode that consists in driving all distances in
electric mode before turning on the internal combustion engine.
●
Figure 4.19 exemplifies the operation mode strategies of a PHEV unit. In this
topic, for simplicity purposes, the all electric range operation mode is used for
all travel of PHEVs, thus intentionally making the most from the electrochemical
batteries available.
Although PHEV mobility modelling is covered in Chapter 7, as a first stage the
TCOPF modelling framework omits mobility features of PHEVs and just focuses
on dispatching the G2V and V2G power flow injections by effectively managing
storage features, while not forgetting to satisfy the travelling requirements of the
driver. Figure 4.20 depicts PHEV load flows can only be for charging (G2V), giving
power to the grid (V2G) and for transportation (V2R). By taking an active load control
approach to PHEV management, it is possible to address the impacts smart control
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