Poster Template

1
Developing PHEV Charging Load Profile Based on
Transportation Data Analyses
Student(s) Zahra Darabi, Electrical and
Computer Engineering
Faculty Advisor(s) Dr. Mehdi Ferdowsi,
Electrical and Computer Engineering

• Base of PCLP- Daily Mileage
• State Of Charge (SOC) is the percentage of charge
  remaining in the vehicle when it arrives. The SOC
  of a vehicle can be determined based on miles
  driven and the electric range (x) of the PHEV.
• Base of PCLP- Arrival Time
• The peak arrival time is between hours
  16 and 22.

• Developing PHEV Charging Load Profile (PCLP)
• PHEV Plug in Hybrid Electric Vehicle
• PCLP PHEV Charging Load Profile
  The amount of electricity demanded for charging
  PHEVs in a specification region at any given
  time.

• Developing PCLPs
• Total power (t) Power required by vehicles
  arriving at (t) Power required by vehicles that
  have arrived since (t-n)
• Battery Utility Factor (BUF) is the fraction of
  total electricity consumed.
• Two approaches produces almost identical
  PCLPs
• Most of the time the PCLP of PHEV40s
  overlies those of
  PHEV30s and PHEV20s
• 1100 to 1700 PCLPs are almost the same
• Peak time of PCLPs is 1800 to 2300
• The PCLP of PHEV30s is closer to
  that of
  PHEV40s
• Larger PHEV results better UF and
  peak
  time, but worse ERUF, BUF,
  and peak load

• Background
• Three key questions
• when each vehicle begins to be charged,
• how much energy is required to charge it,
• what level of charge is available.
• In Previous studies
• Total load profiles with and without PHEVs were
  compared
• Main objective has not been the building of a
  PCLP
• There was no detailed information about the data
  on which those profiles are based
• A load demand schedule of PHEVs was provided but
  the time of day at which vehicles are charged is
  not indicated.
• The most comprehensive reference for
  transportation data is the National Household
  Travel Survey (NHTS)

• Base of PCLP- Vehicles Type
• The first four types of vehicles are
  selected for this study
• 
  Type 1 is the most common is
  
  vehicle type. are
  
• 
  
• The four PHEV types are mapped to
  the four types of the
  2001 NHTS data
• The energy required of four types
  of PHEV20
• The average kWh/mile is 0.37 (based on the
  number and kWh/mile of each vehicle types).

• Improving Policies based on PHEV30
• PCLPs of various charging levels
  (for PHEV30)
• As the charging level increases
• the peak point moves to the left
• the peak value rises
• Policy 1 Vehicles, arriving between 000 and
  1600, get charging level of 7.68 kW and the rest
  get that of 1.4 kW
• Policy 2 Vehicles, arriving after 16, are
  charged 2 hours later

• Base of PCLP- Daily Mileage
• The most common mileage
  is in the range of
  25-30 miles.
• 
  55 of vehicles are driven 30 30
  miles daily or less
• Utility Factor (UF) is the fraction
  of total miles
  driven by electricity.
• Electric Range Utility Factor (ERUF) is
  the ratio of miles
  driven by electricity to
  the potential number of miles displaced
  by
  electricity.
• The intersection of two curves occurs at 30
  miles.

• Charging Levels Charging Schedule
• Three charging levels
  based on
  two references
• Fully charging schedule
  (based
  on the charging level 1)
• Two approaches to scale charging schedule based
  on SOC
• Power scaling approach scales the electric power
  delivered to each vehicle at each hour. (constant
  time )
• Time scaling approach considers maximum power
  available at each time and scales the total
  energy required. (constant power)

• FUTURE WORK
• Developing smart charging profile
• Defining attributes for PCLPs
• Quantitative assessments of PCLPs
• Determining probability distributions for the
  three sides of the PCLP prism based on NHTS data
• Developing probabilistic PCLPs
• This work has been partially supported by the
  Intelligent Systems Center at the Missouri
  University of Science and Technology

Acknowledgements