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Potential in Australia
Its Impact on Smart Grids
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Ingram Publishing
1932-4529/13/$31.002013IEEE
Batteries
ICE
Generator
Power Electronics
Interface
Fuel Tank
FIGURE 1 An HEV with a series hybrid power train.
Propulsion
Motor
Various EV Technologies
There are various EV technologies
available in the market. Some manufacturers have begun to adopt HEVs
for their improved efficiency, while
PHEVs are bringing the industry ever
closer to pure EV implementation.
Other manufacturers, such as Tesla
Motors, have dedicated their efforts
to developing pure EVs, which do not
even have a tail pipe [10].
HEVs are classified as series, parallel, and seriesparallel hybrid power
trains [19]. Figure 1 shows a diagram
of a typical series hybrid power train.
Fed by a fuel tank, the ICE charges
the batteries through the generator.
The traction is provided to the wheels
through a battery-propulsion motor
couple. In a series power train, the
ICE is mechanically decoupled from
the wheels. This gives the freedom to
relocate the ICE as desired. Despite
expensive manufacturing costs, series
power trains are easy to design, control, and implement [19], and they are
popular for larger vehicles [5].
Figure 2 shows the topology of a
parallel hybrid power train where
both the ICE and the electric motor are
mechanically coupled to the wheels.
The electric motor helps increase the
efficiency of the ICE and decrease its
carbon emissions. One drawback of
parallel power trains is the inability
to operate in all-electric mode at high
speeds [5].
Figure 3 shows a PHEV with series
parallel hybrid power train. It possesses
the advantages of both the series and
parallel hybrid trains. Since it has more
components, an additional generator is
compared with a parallel power train
and an additional mechanical link is
compared with a series power train.
Hence, it is more expensive. Thanks to
Batteries
wer Electronics
Power
Interface
Propulsion
Motor
Mechanical
Coupling
ICE
Fuel Tank
FIGURE 2 An HEV with a parallel hybrid power train.
Batteries
Power
Electronics
Interface
Propulsion
Motor
Generator
Mechanical
Coupling
ICE
Fuel Tank
FIGURE 3 A PHEV with a seriesparallel hybrid power train.
UTILITY SERVICE
USAGE
Level 1
110 V, 15 A
Opportunity
1.4
Level 2a
220 V, 15 A
Home
3.3
Level 2b
220 V, 30 A
Home/public
6.6
Level 3
480 V, 167 A
Public/private
50 70
MODEL
EV TYPE
ELECTRIC
RANGE (km)
BATTERY SIZE
(kWh)
Toyota
Prius
PHEV
PHEV
16
Volt
EREV
64
16
Buick
Chevrolet
Fisker
Karma
PHEV
80
22
Nissan
LEAF
EV
160
24
Toyota
RAV4 EV
EV
190
27
Cooper (BMW)
Mini E
EV
251
28
Tesla
Roadster
EV
354
53
EV Potential of Australia
Australian cities have traditionally
been spread over a wide surface area.
Additionally, Australians have a strong
taste for stand-alone buildings. It
seems that even the growing population in the cities has not changed this
40
35
30
25
20
15
10
5
0
Toyota
BMW Tesla
Cooper
Manufacturer
FIGURE 4 Charging time of several vehicles for different charging options.
Population:
Population:
10 Million
4 Million
Paris, France
Melbourne, Australia
FIGURE 5 Scale maps of Melbourne and Paris [20] and their respective populations.
250
200
Other
Rail
Bus
Car
150
100
Base-Case
Projections
50
19
4
19 5
4
19 8
5
19 1
1954
5
19 7
6
19 0
1963
1966
6
19 9
1972
7
19 5
1978
1981
8
19 4
1987
9
19 0
1993
1996
9
20 9
2002
0
20 5
2008
1
20 1
2014
1
20 7
20
FIGURE 6 Total metropolitan passenger transportation for Australia (billion passengerkilometer) [21].
1.0
0.9
0.8
0.7
0.6
Base-Case
Projections
0.5
0.4
Car + Other
Rail
Bus
0.3
0.2
0.1
0.0
19
4
19 5
4
19 8
5
19 1
1954
5
19 7
6
19 0
1963
1966
6
19 9
1972
7
19 5
1978
1981
8
19 4
1987
9
19 0
1993
1996
9
20 9
2002
0
20 5
2008
1
20 1
2014
1
20 7
20
100
to the data provided by the Australian Energy Market Operator [36]. The
consumption regime also varies with
the widespread use of EVs. Depending on the charging method and the
location of the charging station, it is
expected that the residential and commercial electricity consumption share
will increase.
The impact of EVs as a load is one aspect, and the potential distributed storage provided is another. The estimated
amount of storage was presented in
the EV Potential of Australia section.
However, it is important to analyze
and compare the daily load profiles
with the daily vehicle usage regime.
Figure 15 shows the summer load profile of Australia. The curve is plotted
based on the data provided by [37] for
Ergon Energy, a distribution company
operating in Queensland, for the date
20 February 2011.
Passenger vehicles
13,200
36.2
17,500
47.9
Motorcycles
3,700
10.1
20,800
57.0
OTHER
URBAN
AREAS
OTHER
AREAS
TOTAL
INTERSTATE
INTERSTATE
AUSTRALIA
95,619
30,787
31,400
157,806
5,555
163,360
Average
10,800
7,700
9,000
13,500
6,100
13,900
Daily use
29.6
21.1
24.7
37.0
16.7
38.1
700
1,400
600
1,000
400
TWh
300
200
100
600
Reference Case
550 Scenario
450 Scenario
4
3
2
1
95
85
20
75
20
65
20
20
55
20
45
20
35
20
25
15
20
20
05
Agriculture
1%
Mining
9%
Residential
28%
Aluminum
Smelting
11%
Metals
18%
Commercial
23%
20
05
20
15
20
25
20
35
20
45
20
55
20
65
20
75
20
85
20
95
200
20
m
sa
a)
n
To
(L
yo
E
ta
AF
(R
AV )
C
oo
4E
pe
r ( V)
Te
M
sl
in
a
iE
(R
)
oa
ds
te
r)
t)
ar
(K
is
sk
er
ol
Fi
he
vr
C
ick
et
(V
ol
s)
Bu
riu
(P
a
To
yo
t
6
5
800
400
Reference Case
550 Scenario
450 Scenario
1,200
500
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
ERGON Energy20/02/2011
Energy Australia24/08/2011
V2G Opportunities
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
8
7
6
5
Cars
Motorcycles
LCVs
Buses
Articulated Trucks
Rigid Trucks
4
3
2
1
0
0 1 2 3 4 5 6 7 8 9 10 1112 13 14 15 16 17 18 19 20 21 22 23 24
Hour of the Day
FIGURE 17 Daily regime of vehicle traffic in Australiavehicle kilometer traveled (VKT) [21].
IEEE 34 BUS
Control parameter
V2G
G2V
V2G
G2V
V2G
G2V
VBus1
479.52 V
479.328 V
479.6 V
496.3 V
479.6 V
479.7 V
VBus4
479.76 V
479.424 V
479.8 V
496.4 V
479.8 V
479.5 V
VBus5
479.81 V
479.664 V
479.8 V
496.5 V
479.8 V
479.8 V
IBus1-Bus2
1,836 A
1,836.9 A
1,835.4 A
1,777.3 A
1,835.4 A
1,835.2 A
IBus1-Bus3
1,836.3 A
1,837.2 A
1,216.8 A
1296 A
1,209.8 A
769.1
IGrid-Bus1
N/A
N/A
4.3 A
13.23 A
14.7 A
27.8 A
IEV
481.3 A
120.4 A
481.2 A
113.67 A
481.2 A
120.3 A
IDG3
2,579.5 A
2,483 A
1,821.4 A
1,833.1 A
1,805.6 A
1,808.1 A
IDG1
2,481.8 A
3,731.7 A
2,481 A
2392 A
2,481 A
2,480.8 A
Bus 1
CB2
1,837.2 A
CB1
1,836.9 A
Bus 3
Bus 2
CB3
2,483 A
CB5
674.3 A
CB4
4,231.5 A
CB6
2,489.7 A
Bus 4
Load 1
CB7
1,346.2 A
Bus 5
CB8
1,713.2 A
DG1
(Wind)1
CB9
CB10
2,427.1 A 3,731.7 A
CB11
1,345.4 A
CB12
120.4 A
GEN
DG2
(Solar)
Load 3
Load 2
DG3
DG4
(Diesel) (Fuel Cell)
V2G_Connect
FIGURE 18 A sample microgrid with EV deployments.
13
12
14
G Generators
C Synchronous
Compensators
G
C
1
11
10
9
7 8
4
5
2
G
Microgrid Point of Connection
3
C
G1
T1
848
846
822
844
820
864
842
818
802 806 808 812 814
850
834
816
888
860
836 840
890
832
862
800
T2
810
838
852
G2
828
830 854
856
FIGURE 20 The IEEE 34 bus system with the microgrid point of connection [39].
Conclusions and
Recommendations
Carbon emission reductions, renewable
energy use, and the desire to eliminate
the dependency on imported oil are
some of the reasons why EVs are very
popular. The availability of the technologies required and the higher efficiency
of electric cars has created a genuine
interest for EVs in the car market, and
many manufacturers have already assembled their own EV models.
Australia is a vast country, and its cities are traditionally designed to spread
over a large surface area. Given the
poor status of the public transportation
system and the general resentment of
Australians toward it, using a privately
owned car to travel to work and school
is the norm. Therefore, the car ownership ratio is very high in Australia, and
the market is promising for EVs. Network
grid operators and power engineers in
Australia need to consider the impact of
EVs on networks for future plans.
Furthermore, the popularity of EVs
is apparent from the impact studies
undertaken all around the world. Developed countries are undertaking studies
to estimate the level of EV migration in
the future and its impact on the electrical networks. The research shows that
the additional power demand introduced by EVs causes problems only at
Biographies
Taha Selim Ustun (ustun@cmu.edu)
received his B.E. degree in electrical and
electronics engineering from the Middle East Technical University, Turkey,
in 2007 and his master of engineering
science degree from the University of
Malaya, Malaysia, in 2009. He received
his Ph.D degree in electrical engineering from Victoria University, Melbourne, Australia, in 2013. Currently,
he is an assistant professor in electrical
engineering, School of Electrical and
Computer Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania. His research interests are power
systems protection, communication in
power networks, distributed generation, microgrids, and smart grids.
Cagil Ozansoy received his B.Eng.
degree in electrical and electronic
engineering (hons.) from Victoria
University, Melbourne, Australia, in
2002. In 2006, he completed his Ph.D.
degree in the area of power system
communications. He is currently a
lecturer and researcher in the School
of Engineering and Science, Victoria
University. His major teaching and research focus is on electrical engineering, renewable energy technologies,
energy storage, and distributed generation. He has successfully carried out
and supervised many sustainabilityrelated studies in collaboration with
local governments in the past. He has
more than 25 publications detailing
his work and contributions to knowledge. He is a Member of the IEEE.
Aladin Zayegh received his B.E. degree in electrical engineering from Aleppo
University in 1970 and his Ph.D. degree
from Claude Bernard University, Lyon,
France, in 1979. He has held lecturing positions at several universities and, since
1991, he has been at Victoria University,
Melbourne, Australia. He has been the
head of the school and a research director, and he has conducted research,
supervised several Ph.D. students, and
published more than 250 papers in peerreviewed international conferences and
journals. He is currently an associate professor at the School of Engineering and
Science, Faculty of Health, Engineering,
and Science at Victoria University, Melbourne, Australia. His research interests
include renewable energy, embedded
systems, instrumentation, data acquisition and interfacing, and sensors and
microelectronics for biomedical applications. He is a Member of the IEEE.
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