Abstract
The number of electric vehicles (EV) in the world has been increasing and is gaining momentum. The large-scale use of EVs in public life has initiated the need to establish EV battery charging services within the power system. Currently, EVs serve as a transportation tool and also as a flexible load. This publication examines the possibility of the owner of an electric vehicle choosing a battery recharging point, as well as of the involvement of several decision makers in the selection of a charging schedule. This problem is important because we assume that a significant proportion of EVs mainly use two parking spaces, one located close to the place of residence and another close to the workplace. We accept and prove that a car charging station can be created by the employer (company) and implemented in the best interests of the employer and the employee (EV owner). For that, a coalition between the company and the EV owner has to be formed. To support rational decisions, this study solves the problem using the cooperative game theory and designs a payment distribution mechanism based on the Shapley value. The results obtained prove that the coalition is beneficial under different conditions, which depend on the capacity of the EV, the distance between the workplace and the place of residence, the difference in the electricity prices of the day, as well as the consumption of the company. In order to estimate the coalition’s gain, it is necessary to take into account the structure of the power tariff system for both the company and the EV owner. Furthermore, we prove that the presence of a coalition allows the company and the EV owner to reduce the annual fee for consumed power. The results of this analysis could be adopted by decision makers such as government agencies, companies, EV owners, and they are recommended for potential investors for the development of transport electrification and smart energy.
Highlights
The gross consumption of renewables gradually rises every year
The rest of the article is organized as follows: Section 2 describes the essence of problem; Section 3 is devoted to the statement of the control optimization problem, to the description of the methodology, models, constraints, the current billing system’s rules; Section 4 contains a description of the initial data and assumptions and it reflects the results of the calculation of minimizing coalition costs; and the last sections are devoted to discussions and conclusions
Equation (3) can be presented in the following form: CTcopal∗l = F(Ptpr, Wt, Wcth, Wdt isch, Wmt ov) where F is the costs minimization procedure; Ptpr, Wt, Wcth, Wdtisch, and Wmt ov denote multidimensional processes of change in time; Ptpr stands for the energy prices; Wt is the amount of electricity consumed by the company and by the residence of each electric vehicles (EV); Wcth and Wdtisch stand for the energy amount of charge and discharge of the batteries of each EV; and Wmt ov is the energy consumption for the movement of each EV
Summary
The gross consumption of renewables gradually rises every year. The installed capacity amount of world renewable energy increased overall by 52.0% between 2009 and 2018 [1]. Electricity retail tariffs with time-varying prices enable consumers to minimize expenses by using electricity from the grid during hours of its lowest cost This determines an increasing interest in energy storage technologies, from which, EVs are considered among the most promising ones [2]. A number of studies have solved the problem of optimizing EV charging processes [8,10] by using detailed models of battery charge and discharge procedures; some models are relevant for cases with time-of-use tariffs (peak, mid-peak, and off-peak prices) [15]. The possibility of forming a coalition between the owners of EVs serving one company and the owners of this company remains unexplored Such a statement of the problem is important because we assume that a significant number of EVs mainly use two parking spaces [16,30] as follows: 1. The rest of the article is organized as follows: Section 2 describes the essence of problem; Section 3 is devoted to the statement of the control optimization problem, to the description of the methodology, models, constraints, the current billing system’s rules; Section 4 contains a description of the initial data and assumptions and it reflects the results of the calculation of minimizing coalition costs; and the last sections are devoted to discussions and conclusions
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