Abstract
This article investigates the combined low voltage (LV) and medium voltage (MV) residential grid impact for slow and fast electric vehicle (EV) charging, for an increasing local penetration rate and for different residential slow charging strategies. A realistic case study for a Flemish urban distribution grid is used, for which three residential slow charging strategies are modeled: uncoordinated charging, residential off-peak charging, and EV-based peak shaving. For each slow charging strategy, the EV hosting capacity is determined, with and without the possibility of fast charging, while keeping the grid within its operating limits. The results show that the distribution grid impact is much less sensitive to the presence of fast charging compared to the slow charging strategy. EV-based peak shaving results in the lowest grid impact, allowing for the highest EV hosting capacity. Residential off-peak charging has the highest grid impact, due the load synchronization effect that occurs, resulting in the lowest EV hosting capacity. Therefore, the EV users should be incentivized to charge their EVs in a more grid-friendly manner when the local EV penetration rate becomes significant, as this increases the EV hosting capacity much more than the presence of fast charging decreases it.
Highlights
Electric vehicles (EVs) are available on the market and their sales are growing
These feeders are provided by the Flemish distribution system operators (DSOs) and are identified as urban topologies, with a TT (Terra-Terra) grounding arrangement [40]
To assess the dependency of the EVs on their range extender for the cases without fast charging, the utility function F U is defined as the ratio of the electrically driven distances to the total driven distances [58]
Summary
Electric vehicles (EVs) are available on the market and their sales are growing. EVs can charge at every location that offers a compatible electrical socket, of which the most common ones are at home and the workplace [1]. Due to the typically long standstill times at these locations, and the low average daily driven distances [2], a low charging power at these locations is sufficient to fulfill the majority of the mobility needs, thereby keeping the charging infrastructure investments low. Mode 2 or mode 3 charging, as defined in the IEC 61851-1 standard [3], are used to charge EVs at their standstill locations. Mode 2 charging makes use of a standard domestic socket, whereas mode 3 makes use of a dedicated grid connection. As 90% of the daily EV energy consumption is below 18 kWh [2], the daily charging time for mode 2 and mode 3, respectively, remains below 9 and 6 h, 90% of time
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