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A novel methodology for the planning of charging infrastructure in the scenario of high EV penetration

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Abstract

This article presents a novel methodology for distribution network expansion planning (DNEP) considering the inclusion of electric vehicles (EVs), especially, electric bus (EB) charging loads. The proposed methodology addresses network congestion through an optimum time of charging, cost optimization, new charging infrastructure, and minimization of losses under a set of technical and physical constraints, which represents practical uncertainties. Along with load flow analysis, selection of the number of ports and technology at the host charging station is obtained through the application of response surface methodology. The proposed methodology provides coordinated planning for the development of EB charging station infrastructure that takes into account the effects of both the power dispersion framework and transportation framework. The effectiveness of the proposed methodology is investigated by applying it to the 69-node IEEE modified distribution test system considering three charging technologies, viz. fast charging, ultra-fast charging, and battery swapping. The results of the proposed model are compared with the direct statistical method, and it revealed that the right selection of technology for EB charging and the right planning of the charging infrastructure can effectively optimize the cost of EV charging infrastructure and thereby catalyze the decarbonization of the transportation sector.

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Enquiries about data availability should be directed to the authors.

Notes

  1. For the present case, Tata Starbus Ultra Electric 9/12 EV, 41 seaters electric bus (manufactured by Tata Motors, India) having PMAC traction motor of 145 kW power, has been considered. The time taken to get fully charged by NCT is 7 hours, and by FCT is 2 hours, 15 minutes with UFCT and 5 minutes with BST.

Abbreviations

\(b\) :

For spare battery

\(f\) :

For feeder section

\(i\) :

For electric bus (EB)

\(k\) :

For host charging station (HCS)

\(l, L\) :

For network line

\(m\) :

For charging ports (CP)

\(n\) :

For network nodes

\(N\) :

For number of technology ports

\(t\) :

For time

\(T\) :

Set of time intervals

\({\psi }_{NW2}\) :

Set of new wirings

\({\psi }_{B1}, {\psi }_{B2}\) :

Set of primary network branches (existing and proposed)

\({\psi }_{SS1},{\psi }_{SS2}\) :

Set of substations (existing and planned)

\({\psi }_{F1}\) :

Set of the feeder of system

\({\psi }_{N1}, {\psi }_{N2}\) :

Set of number of bus substation nodes (existing and planned)

\({C}_{SB}^{UP}\) :

Spare battery unit price

\({C}_{RA}^{UP}\) :

Swapping robotic arm unit price

\({C}_{SH}^{sub}\) :

Cost of selected heads falling under government subsidy scheme

\({CC}_{HCS}^{k}\) :

Capital costs for the \({k}{\mathrm{th}}\) HCS

\({CRS}_{z}\) :

Customer reliability of service at load point z

\({CP}_{F}^{UP}\) :

Unit price of fast ports

\({CP}_{BS}^{UP}\) :

Unit price of ultra-fast ports

\({CP}_{UF}^{UP}\) :

Unit price of battery swapping ports

\({C}_{USEI}\), \({C}_{USEI, kW}\) :

Upstream electrical infrastructure total cost and per kW cost

\({C}_{CSC}\), \({C}_{CSC, kW}\) :

Charging system component total cost and per kW cost

\(d\) :

Difference of number of CP considered for every charging technology at each step

\(EC\) :

Energy charges as per the state electricity regulatory commission’s notification

\({E}_{tot,n}\) :

Total energy delivered to \({n}{\mathrm{th}}\) node over the period

\({E}_{i}^{rat}\) :

Rated capacity of the \({i}{\mathrm{th}}\) EB battery

\({I}_{l,t}\) :

Current of line \(l\) at time \(t\)

\({{I}_{n,t}}^{*}\) :

Current difference between two adjacent lines at time \(t\)

\({I}_{f}^{Low}, {I}_{f}^{Up}\) :

Lower and upper bound of current magnitudes at feeder section \(f\)

\({L}_{HCSO}^{k}\) :

Operational load of HCS \(k\)

\({L}_{FC}^{k}, {L}_{UFC}^{k}, {L}_{BS}^{k}\) :

Load for all FCT, UFCT, and BST ports at HCS \(k\)

\({L}_{FC}^{cap}, {L}_{UFC}^{cap}, {L}_{BS}^{cap}\) :

Load capacity of each FCT, UFCT, and BST ports at HCS \(k\)

\({MCB}_{i}\) :

Maximum capacity of the battery of the \({i}{\mathrm{th}}\) EB

\(N\) :

Maximum number of technology ports of any one technology out of the three considered that can be installed at HCS

\({N}_{LP2}\) :

Maximum number of new connected load points

\({N}_{FCP}^{k}\) :

Proposed number of fast charging ports at \({k}{\mathrm{th}}\) HCS

\({N}_{UFCP}^{k}\) :

Proposed number of ultra-fast charging ports at \({k}{\mathrm{th}}\) HCS

\({N}_{BSP}^{k}\) :

Proposed number of battery swapping ports (slow charging) at \({k}{\mathrm{th}}\) HCS

\({N}_{SB}^{k}\) :

Proposed number of spare batteries (for battery swapping) at \({k}{\mathrm{th}}\) HCS

\({N}_{RA}^{k}\) :

Proposed number of swapping robotic arm at \({k}{\mathrm{th}}\) HCS

\({N}_{CP1}\) :

Number of active CP

\({N}_{mth}\) :

Number of days in a month

\({N}_{Br1, }{N}_{Br2}\) :

Number of primary network branches (existing and proposed)

\({{N}_{SS1},N}_{SS2}\) :

Number of substations (existing and planned)

\({P}_{EBm}\) :

Power delivered to EB connected at the \({m}{\mathrm{th}}\) CP

\(PR, {PR}_{ kW}\) :

Total power required at HCS, in kW

\({P}_{{EB}_{m}}\) :

Power demand of EB at \({m}{\mathrm{th}}\) CP

\({P}_{max}\) :

Maximum charging power

\({r}_{o}\) :

Discount rate offered by the state government

\({RC}_{i}^{exp}\) :

Expected residual charge (RC) of the \({i}{\mathrm{th}}\) EB

\({RC}_{i,t}\) :

Real-time battery refresh charging of the \({i}{\mathrm{th}}\) EB at time \(t\)

\({RCB}_{m}\) :

Residual charge in EB (in kWh) connected at \({m}{\mathrm{th}}\) CP

\({R}_{l}\) :

Resistance of line \(l\)

\({S}_{n,t}\) :

Load at node \(n\) at time \(t\)

\({S}_{min,n,t}\), \({S}_{max,n,t}\) :

Minimum and maximum allowable load at node \(n\) at time \(t\)

\({S}_{b,f,ss}, {S}_{b,f,ss}^{max}\) :

Power (and max power) flow in branch \(b\) of the network feeder \(f\) at substation \(ss\)

\({S}_{i}\) :

Initial state of EB with a full charge and at first stop of the route

\({S}_{i+ }, {S}_{k+}\) :

State of EB during one-way trip of first/next round

\({S}_{j}\) :

State of EB at last stop of one-way trip of the first round

\({S}_{j+ }, {S}_{l+}\) :

State of EB during the returning trip of first/next round

\({T}_{FCP}^{c}\) :

Charging times taken by FCT port for an SOC of 90%

\({T}_{UFCP}^{c}\) :

Charging times taken by UFCT port for an SOC of 80%

\({T}_{BSP}^{c}\) :

Charging times taken by BST port for an SOC of 100%

\({T}_{FC}, {T}_{UFC}, {T}_{BS}\) :

Time periods of the day for which each FCT, UFCT and BST port utilized

\({T}_{FCBL}\), \({T}_{UFCBL}\), \({T}_{BSBL}\) :

Useful time span of spare battery charged with: FCT port, UFCT port and BST port, respectively

\({TLL}_{{TX}_{init}}\), \({TLL}_{{TX}_{max}}\) :

Initial and maximum thermal loading limits of distribution network transformer

\({TLL}_{{L}_{init}},\) \({TLL}_{{L}_{max}}\) :

Initial and maximum thermal loading limits of distribution network line

\({T}_{P}\) :

Time horizon of planning

\({T}_{OH}\) :

Outage hours of load node

\({V}_{n,t}\) :

Voltage at node \(n\) at time \(t\)

\({V}_{init,m}\) :

Initial voltage at \({m}{\mathrm{th}}\) CP with no EB connected

\({V}_{min,m}, {V}_{max,m}\) :

Minimum and maximum voltage at the \({m}{\mathrm{th}}\) CP when an EB is connected.

\({W}^{bkW}\) :

Rated power of the battery in kW

\({W}^{bkWt}\) :

Rated capacity of the battery in kWh

\(x\) :

Available area of substations for expansion.

\({x}_{m}\) :

Status of EB connection with \({m}{\mathrm{th}}\) CP

\({X}_{t}^{b}\) :

Energy in the battery in time interval \(t\)

\({X}_{t}^{b-}\) :

Power to the battery in time interval \(t\)

\(\Delta \) :

Power incremental limit by which the charging rate can vary in kW

\({\mu }_{mm}, {\mu }_{mp}\) :

Sensitivity of voltage at \({m}{\mathrm{th}}\) CP due to EB power demanded at the \({m}{\mathrm{th}}\) CP and the \({p}{\mathrm{th}}\) CP, respectively, in V/kW.

\({\delta }_{m}\) :

Sensitivities of the distribution network transformer to power demand of EB at \({m}{\mathrm{th}}\) CP in kVA/kW

\({\beta }_{m}\) :

Sensitivities of the distribution network line to power demand of EB at \({m}{\mathrm{th}}\) CP in kVA/kW

\({\eta }_{c}\) :

Charging efficiency

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Authors and Affiliations

  1. Department of Electrical Engineering, Indian Institute of Technology, Dhanbad, Jharkhand, India

    Mandhir Kumar Verma & Vivekananda Mukherjee

  2. Department of Electrical Engineering, Delhi Technological University, Delhi, India

    Vinod Kumar Yadav

  3. R&D Department, Polycab India Limited, Vadodara, India

    Santosh Ghosh

Authors
  1. Mandhir Kumar Verma
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  2. Vivekananda Mukherjee
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  3. Vinod Kumar Yadav
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  4. Santosh Ghosh
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Correspondence to Mandhir Kumar Verma.

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Verma, M.K., Mukherjee, V., Yadav, V.K. et al. A novel methodology for the planning of charging infrastructure in the scenario of high EV penetration. Soft Comput 27, 5623–5640 (2023). https://doi.org/10.1007/s00500-022-07622-7

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