This literature research gives an overview about the various possibilities of energy storage for photovoltaics and electric vehicles. Therefore it discusses the general need for buffering and storage of renewable energy, the political setting and economic progress of electric mobility. Configurations, chemical reactions, advantages and disadvances of lead-, nickel-based-, metal-air, lithium-, high-temperature and redox-flow-batteries are discussed in concise form. A table of miscellaneous batteries sorted by their electrical and physical characteristics is attached to this document.

Technological improvements along with falling prices on photovoltaic (PV) panels and electric vehicles (EVs) suggest that they might become more common in the future. The introduction of distributed PV power production and EV charging has a considerable impact on the power system, in particular at the end-user in the electricity grid. In this PhD thesis PV power production, household electricity use and EV charging are investigated on different system levels. The methodologies used in this thesis are interdisciplinary but the main contributions are mathematical modeling, simulations and data analysis of these three components and their interactions. Models for estimating PV power production, household electricity use, EV charging and their combination are developed using data and stochastic modeling with Markov chains and probability distributions. Additionally, data on PV power production and EV charging from eight solar charging stations is analyzed. Results show that the clear-sky index for PV power production applications can be modeled via a bimodal Normal probability distribution, that household electricity use can be modeled via either Weibull or Log-normal probability distributions and that EV charging can be modeled by Bernoulli probability distributions. Complete models of PV power production, household electricity use and EV home-charging are developed with both Markov chain and probability distribution modeling. It is also shown that EV home-charging can be modeled as an extension to the Widén Markov chain model for generating synthetic household electricity use patterns. Analysis of measurements from solar charging stations show a wide variety of EV charging patterns. Additionally an alternative approach to modeling the clear-sky index is introduced and shown to give a generalized Ångström equation relating solar irradiation to the duration of bright sunshine. Analysis of the total power consumption/production patterns of PV power production, household electricity use and EV home-charging at the end-user in the grid highlights the dependency between the components, which quantifies the mismatch issue of distributed intermittent power production and consumption. At an aggregate level of households the level of mismatch is shown to be lower.

Thesis (MEng)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: Conventional electrical vehicles (EVs) favour mostly permanent magnet machines with single speed gearboxes. This is understandable, the PM machine has a high power density making the electrical machine smaller in size. The PM machine also has a favourable field weakening capability combining this with a single speed gearbox nearly perfectly matches the required traction curve. However the dependency of rare earth metals from China and the environmental issues raised by mining these metals raise concern. Therefore alternatives should be considered. Induction -, switch reluctance - and wound rotor machines are all gaining ground as favourable traction machines to power vehicles. The reluctance synchronous machine (RSM) is known for it’s robustness and high efficiency, however the machine has a limited field-weakening capability. To overcome this short coming a multi gearbox from an internal combustion engine (ICE) is suggested. By combining the RSM and multi speed gearbox it is possible to match the traction curve. There are numerous advantages offered by using this system, especially from an performance and efficiency point of view. However there are also numerous challenges faced by using the suggested powertrain, however the focus of this study is mainly on performance and efficiency of the motor and the powertrain. As a case study a Corsa 140i is used and the design specifications is taken from the ICE. The aim is to design a RSM that meets the specifications of the ICE. The RSM structure is mathematically modelled then optimized using commercial optimization and 2D finite element software. To evaluate the design of the RSM, the motor is then tested. The powertrain is then tested by connecting the motor onto the gearbox of the Corsa and the efficiency of the powertrain is evaluated. The test results it shown that the RSM can be used as a traction motor. There are two motors built one with NO20 and the other with M530-65A lamination steel. Both motors perform well throughout the speed and torque spectrum. The measured efficiency at the rated condition for the motor with the NO20 steel is above 91% and the motor with the M530-65A laminations above 89%. The power train is is tested in 4th and 5th gear. The efficiency of 4th and 5th gear is approximated and the efficiency is above 90% . This high efficiency makes the multi speed gearbox a competitor for the EV power train. / AFRIKAANSE OPSOMMING: Elektrisie voertuie (EVe) het meestal permanent magneet motors met ’n enkel spoed ratkas. Dit is verstaanbaar, die PMS masjien het ’n hoë krag digtigheid wat die masjien kleiner maak in grote. Die PMS masjien het ’n baie goeie vloed veld verswakkings gebied en as dit gekombineer word met ’n enkel spoed ratkas, volg dit die velangde traksie kurwe amper perfek. Die nadeel is dat die PMS motor skaars aard metale nodig het vir die magnete van China af. Die probleem is dat daar baie omgewings probleme gepaard gaan om die metale te myn en China beheer die mark. As gevolg hiervan moet ander tipe motors oorweeg word as traksie motors vir voertuie. Skakel reluktansie, induksie en ’n wikkel rotor motors is almal besig om vordering te maak as traksie motors vir EV’e. Die sinchroon reluktansie motor (RSM) is bekend as ’n robuuste en effektiewe motor. Die probleem met die RSM is dat dit nie ’n goeie vloed veld verswakkings gebied het nie. Om die probleem te oorkom, word ’n veranderlike spoed ratkas van ’n binnebrand engin voorgestel. Deur om die RSM en die veranderlike spoed ratkas as ’n dryfstelsel te gebruik kan die verlangde traksie kurwe ook verkry word. Daar is talle voordele om ’n veranderlike spoed ratkas te gebruik, veral van af ’n draaimoment verrigting en effektiwiteits oogpunt. Daar is ongelukkig ook baie uitdagings wat gepaard gaan as ’n veranderlike spoed ratkas gebruik wil word in die dryfstelsel. Alhoewel daar baie uitdagings is kyk die studie slegs na die draaimoment verrigting en die effektiwiteit van die dryfstelsel. ’n Corsa 140i word as ’n gevallestudie gebruik en die spesifikasies vir die elektrisie motor word vanaf die spesifikasies van die binnebrand engin geneem. Die doel is om ’n motor te ontwerp wat dieselfde spesifikasies het as die binnebrand engin. Die RSM strukstuur word wiskundig gemodelleer en dan geoptimeer deur gebruik te maak van kommersiele optimering en 2D eindige element sagteware. Om die ontwerp te verifieer word die motor getoets. Die dryfstelsel word dan getoets deur om die motor met die raktas te konnekteer. Die draaimoment verrigting en die effektiwiteit word dan ge-evalueer. Twee motors word gebou, een met NO20 laminasies en een met M530-65A laminasies. Beide motors het goeie verrigting deur die spoed en draaimoment gebied. Die gemeete effektiwiteit van die motor met die NO20 laminasies is bo 91% en die motor met die M530-65A laminasies het ’n gemeete effektiwiteit bo 89%. Die toets resultate wys dat die RSM as ’n traksie motor gebruik kan word. Die dryfstelsel word in 4de en 5de rat ge-evalueer. Die effektiwiteit van die ratkas in 4de en 5de word benader en ’n effektiwiteit bo 90% is verkry. Hierdie hoë effektiwiteit maak die veranderlike spoed ratkas ’n lewensvatbare mededinger in die EV dryfstelsel.

Klimatförändringar är en av vår tids största utmaningar och andelen växthusgaser ut i atmosfären måste minskas kraftigt. Sverige har som mål om en fossilfri bilflotta år 2030, vilken ska upprättas med hjälp av alternativa fordon och drivmedel. I och med detta har elektriskt drivna fordon kommit att bli attraktiva vilket föranleder nya utmaningar för elnätsägare. Denna studie har till syfte att verka som ett underlag för kommande investeringar i ett lokalt elnät. Målet är att med simuleringar av scenarier gällande laddningseffekt och andelen förekommande elbilsladdning, succesivt belasta elnätet för att på så vis utreda nätkapaciteten. Nätstationers transformatorer samt kablage skall även åldersbestämmas. Metoden är byggd utifrån litteraturstudier och simuleringar har gjorts i dpPower. Resultaten visar att nätet är gammalt men klarar ändock nästintill 100 % penetration elbilar med laddningseffekten 3,7 kW. Vid högre laddningseffekter börjar nätet ge vika vid ca 25-50% elbilspenetration. Nätstationernas transformatorer är komponenterna som belastas hårdast och spänningsfall är den mest förekommande kvalitetsbristen. Då matarkabelarean ökades mellan nätstation och kabelskåp, medförde detta avsevärda förbättringar gällande spänningsfall. Högspänningsnätet visade sig vara mycket starkt. Slutsatsen är att transformatorers märkeffekt samt spänningsfall blir begränsande faktorer för framtiden. Transformatorer och matarkablar kan behöva förstärkas alternativt att ytterligare nätstationer tillsätts nätet. Detta skulle med omkonstruktion av nätet fördela lasten, minska avstånd till kund och då stävja spänningsfallen. Högspänningsnätet bör i framtiden utnyttjas mer och på så vis avlasta lågspänningsnätet. / Climate change is one of today's biggest challenges, and the amount of greenhouse gases into the atmosphere has to be greatly reduced. Sweden aims at a fossil-free car fleet by 2030, using alternative vehicles and fuels. Therefore electrically driven vehicles have become attractive, causing new challenges for power grid owners. This study aims to serve as a basis for future investments in a local electricity grid. By simulating scenarios regarding electrical vehicle charging power in relation to the number of vehicles involved, the electricity grid will be loaded to investigate its capacity. Transformers and cables in the grid will be determined by age. The method is based on literature studies and simulations have been made in dpPower. The results show that the grid is old, but yet capable of a nearly 100 % of electric cars charged with 3.7 kW, with higher charging powers the grid starts to yield at about 25-50 % of electric car penetration. The substations are the components that are subjected the most, problems with voltage drops is the most common quality shortage. The cross section of the feeding cable between substations and the nearest cable distribution cabinet was increased which resulted in significant improvements in voltage drop. The high voltage network is considered as very strong and can handle all scenarios. The conclusion is that transformer power rating and voltage drops will become limiting factors in the future. Transformers and power cables may need to be reinforced alternatively additional substations to the grid put in place. Additional substations with the redesign of the grid may distribute the load, reduce the distance to customers and with that reduce the voltage drop. The high-voltage grid should be utilized more in the future, thus unburdening the low voltage grid.

Purpose – The purpose of this study is to investigate which product attributes lead consumers to prefer startups’ products over established companies’ products in the specialty product category. The research object is the electric vehicle market in Germany and the product attributes that are researched are alignable attributes, non-alignable attributes and the price. Design/Methodology/Approach – Quantitative data was collected via an internet questionnaire by means of the non-probability sampling techniques convenience and snowball sampling. The data of 408 members of the German Generation Y (age 17 – 38) was used to test six hypotheses by applying ANOVA and multiple linear regression analysis. Findings – It was found that established companies possess a pioneer advantage in comparison to startups for the specialty product ‘electric vehicle’. This advantage can be overcome when startups differentiate their electric vehicles by implementing superior alignable attributes, a valuable non-alignable attribute or a lower price. Superior alignable attributes had the strongest positive influence on consumers’ preferences towards the startup’s electric vehicle, followed by the lower price and a valuable non-alignable attribute. Limitations/Implications – This study is limited to investigating consumers’ preferences without focusing on the reasons behind the preferences. Further, the category of specialty products is represented by only one example, namely the electric vehicle industry. Practical Implications – Startups can benefit from the results by adopting differentiation strategies that were found to be successful in overcoming pioneer advantage. Originality/Value – This study contributes to pioneer advantage literature by researching how startups can successfully overcome pioneer advantage in the specialty product category.

abstract: A principal goal of this dissertation is to study stochastic optimization and real-time scheduling in cyber-physical systems (CPSs) ranging from real-time wireless systems to energy systems to distributed control systems. Under this common theme, this dissertation can be broadly organized into three parts based on the system environments. The first part investigates stochastic optimization in real-time wireless systems, with the focus on the deadline-aware scheduling for real-time traffic. The optimal solution to such scheduling problems requires to explicitly taking into account the coupling in the deadline-aware transmissions and stochastic characteristics of the traffic, which involves a dynamic program that is traditionally known to be intractable or computationally expensive to implement. First, real-time scheduling with adaptive network coding over memoryless channels is studied, and a polynomial-time complexity algorithm is developed to characterize the optimal real-time scheduling. Then, real-time scheduling over Markovian channels is investigated, where channel conditions are time-varying and online channel learning is necessary, and the optimal scheduling policies in different traffic regimes are studied. The second part focuses on the stochastic optimization and real-time scheduling involved in energy systems. First, risk-aware scheduling and dispatch for plug-in electric vehicles (EVs) are studied, aiming to jointly optimize the EV charging cost and the risk of the load mismatch between the forecasted and the actual EV loads, due to the random driving activities of EVs. Then, the integration of wind generation at high penetration levels into bulk power grids is considered. Joint optimization of economic dispatch and interruptible load management is investigated using short-term wind farm generation forecast. The third part studies stochastic optimization in distributed control systems under different network environments. First, distributed spectrum access in cognitive radio networks is investigated by using pricing approach, where primary users (PUs) sell the temporarily unused spectrum and secondary users compete via random access for such spectrum opportunities. The optimal pricing strategy for PUs and the corresponding distributed implementation of spectrum access control are developed to maximize the PU's revenue. Then, a systematic study of the nonconvex utility-based power control problem is presented under the physical interference model in ad-hoc networks. Distributed power control schemes are devised to maximize the system utility, by leveraging the extended duality theory and simulated annealing. / Dissertation/Thesis / Ph.D. Electrical Engineering 2012

O principal objetivo dos veículos híbridos é diminuir o consumo de combustível em relação a veículos convencionais. Para isso, existe a necessidade de realizar a integração dos diferentes sistemas do trem-de-força e coordenar o seu funcionamento através de estratégias de controle. Tais estratégias são desenvolvidas e simuladas em conjunto com um modelo computacional da planta do veículo antes de serem aplicadas em uma unidade de controle eletrônica. O presente estudo tem como objetivo analisar o gerenciamento de energia em um veículo híbrido elétrico não-plugin do tipo série-paralelo visando à diminuição de consumo de combustível. O método de otimização global é utilizado para encontrar as variáveis de controle que resultam no mínimo consumo de combustível em um determinado ciclo de condução. Na primeira etapa, um modelo computacional da planta do veículo e da estratégia de controle não-ótima são criados. Os resultados obtidos da simulação são então comparados com dados experimentais do veículo operando em dinamômetro de chassis. A seguir, o método de otimização global é aplicado ao modelo computacional utilizando programação dinâmica e tendo como objetivo a minimização do consumo de combustível total ao final do ciclo. Os resultados mostram considerável redução do consumo de combustível utilizando otimização global e tendo como variável de controle não só a razão de distribuição de torque mas também os pontos de operação do motor de combustão. Os modelos computacionais criados nesse trabalho são disponibilizados e podem ser usados para o estudo de diferentes estratégias de controle para veículos híbridos. / The main goal of hybrid electric vehicles is to decrease engine emission and fuel consumption levels. In order to realize this, one must perform the powertrain system integration and coordinate its operation through supervisory control strategies. These control strategies are developed in a simulation environment containing the plant model of the powertrain before they can be implemented in a real-time control unit. The goal of this work is to analyze the energy management strategy which minimizes the fuel consumption in a series-parallel non-plugin hybrid electric vehicle. Global optimization is used for finding the control variables that result in the minimum fuel consumption for a specific driving cycle. In a first stage, a computational model of vehicle plant and non-optimal control strategy are created. The results from the simulation are compared against experimental data from chassis dynamometer tests. Next, a global optimization strategy is applied using dynamic programming in order to minimize total fuel consumption at the end of the driving cycle. The results from the optimization show a considerable fuel consumption reduction having as control variables not only the torque-split strategy but also the engine operating points. As contribution from this work, the computational models are made available and can be used for analyzing different control strategies for hybrid vehicles.

L'augmentation des densités de puissance et d'énergie des SSE (système de stockage électrique) des véhicules électriques/véhicules hybrides rechargeable (VEs/VHRs), tout en conservant des coûts raisonnables pour l'utilisateur, et le développement de convertisseurs d'énergie électrique à haute densité de puissance volumique, et de plus en plus performant vont favoriser la production en masse de véhicules électrifiés. Une partie de ces véhicules électriques (VEs/VHRs) nécessitent une connexion au réseau pour la recharge des batteries. L’insertion de ces nouvelles charges dans le réseau présentera alors plusieurs enjeux et impacts significatifs pour les réseaux électriques puisqu’ils doivent répondre localement à des demandes de puissance non négligeables. Ce projet de thèse vise à étudier et réduire les impacts des VEs/VHRs sur les réseaux de distribution grâce à la technologie Vehicle-to-Grid (V2G). Le véhicule électrique alimente le réseau en fonction des besoins du système électrique (modèle bidirectionnel) et lui offre un service de flexibilité. Ces travaux de recherche ont pour but d'approfondir les concepts dans lequel l’alimentation des véhicules électriques (VE) et/ou hybrides de type P-VEH est intégrée à la gestion du réseau de distribution et des « hubs énergétiques » du futur. L’objectif de la thèse est d’abord étudier les service systèmes possible à fournir grâce à V2G, ensuite de concevoir un système de supervision qui assurera une gestion énergétique de ces nouvelles charges en choisissant le mode de recharge et/ou décharge adéquat et en prenant également en considération la demande de consommation locale et la présence de production de type renouvelable (photovoltaïque, éolien) dans le réseau de distribution. Cette supervision se fera dans un premier temps « en hors ligne » et par la suite « en ligne ». On aura recours à l’utilisation de méthodes d’intelligence artificielle comme l’apprentissage automatique (Machine Learning) et la logique floue, la commande prédictive ainsi que des méthodes d’optimisation hybrides (stochastiques et déterministes). / The power and energy density increment of the electrical storage system (ESS) of electric vehicles/Plug-in hybrid electric vehicles (EVs/PHEVs), while maintaining reasonable costs for the user, and the development of converters of electrical energy to high power density and more and more powerful, will encourage the mass production of electrified vehicles. Beyond, electric vehicles (EVs/PHEVs) require a connection to the grid for the charging of the batteries. The insertion of these new loads in the grid will then present several issues and significant impacts for electrical networks since they must respond locally to non-negligible power requests. This PhD thesis aims to study and reduce the impacts of the EVs/PHEVs on the distribution grid thanks to the vehicle-to-Grid (V2G) technology. The electric vehicle supplies the grid depending on the needs of the electrical system (bi-directional model) and offers a flexible service. These works of research have aimed to deepen the concepts in which the supply of electric vehicles (EV) and/or hybrids of type PHEV is integrated with the management of the distribution network and the future "energy hubs". The objective of the thesis is at first to examine the possible ancillary services provided by V2G, then to design a system of supervision which will ensure an energy management of these new loads by choosing the adequate mode of charge/discharge and also taking into consideration the request of local consumption and the presence of renewable production of type photovoltaic and wind in the distribution grid. This supervision will be in a first step "offline" and subsequently "online". The methods which are used in this thesis are as follows; artificial intelligence such as machine learning and fuzzy logic, the predictive control as well as the methods of hybrids optimization (stochastic and deterministic).

This master thesis presents a method to find the optimal speed profile for a dynamic system in the shape of an electric vehicle and any topography using a search algorithm. The search algorithm is capable of considering all the speed choices in a topography presented discretely, in order to find the most energy efficient one. How well the calculations made by the search algorithm represents the reality, depends on the speed and topography resolution and the vehicle energy model. With the correct settings, up to 18.4% of energy can be saved for a given topography compared to having the lowest constant speed allowed. The speed is ranging between 85-95 km/h but the method presented is capable of having any set of speed options, even if the resolution varies from point to point on the road. How to use this method and its properties is explained in detail using text and step for step figures of how the search algorithm iterates.A comparison between allowing regenerative braking and not allowing it is shown in the results. It is clear that there is most energy saving potential where no regenerative braking is allowed. / <p>Mustafa Ali Arat has stopped working at NEVS and moved abroad.</p>

L'arrivée des véhicules électriques (VEs) a un impact non négligeable sur le réseau électrique, à cause de la grande quantité d'énergie demandée. La stabilité du réseau est susceptible d'être menacée. Cependant, dans l'optique de la transition du réseau électrique vers le Smart Grid, les VEs peuvent aussi être vus comme offrant de nouvelles opportunités. Grâce à la flexibilité des VE demande, leur présence ouvre la voie à des optimisations via le processus de recharge ou même par l'utilisation de cette nouvelle capacité de stockage d'énergie distribuée. Dans cette thèse, nous nous intéressons aux aspects économiques liés à la VE recharge, en prenant en compte le fait que l'écosystème associé aux VEs implique un grand nombre d'acteurs divers, aux objectifs rarement alignés et chaque acteur peut prendre des décisions stratégiques. Je présente d'abord un état de l'art structuré des modèles de la littérature introduits pour ces problèmes. Nous décrivons et comparons les principales approches, en mettant en évidence les besoins en communication des mécanismes correspondants, et les principales propriétés économiques afin de souligner les résultats les plus significatifs ainsi que les éventuels manques. Nous faisons ensuite une proposition consistant à utiliser le processus de VE recharge pour fournir un service de régulation au réseau électrique, en adaptant la puissance instantanée de charge. Nous conduisons une analyse économique des incitations en jeu. En particulier, nous analysons les valeurs des incitations à la régulation qui sont suffisantes pour qu'une offre de recharge-régulation soit bénéfique à la fois pour l'agrégateur et le réseau. Cette étude étant initialement conduite dans le cas d'un monopole qui peut offrir une recharge normale ou une recharge-régulation. Nous regardons ensuite l'impact de la compétition, entre un agrégateur n'offrant que des recharges à puissance fixe, et un autre n'offrant que de la recharge-régulation. La compétition semble préférable pour les utilisateurs et pour la société, puisque les prix sont alors plus bas qu'avec le monopole, et que la participation aux services de régulation est bien plus élevée. Enfin, nous proposons d'utiliser une autre propriété des VEs, à savoir leur capacité de stockage d'énergie. En effet, les VEs peuvent se charger pendant les heures de faible demande, donc à des prix réduits, et éventuellement revendre une partie pendant les pics de demande. Nous menons une étude économique des gains et coûts d'une telle approche. A partir de valeurs réalistes des marchés de l'électricité, nous déterminons numériquement les conditions pour qu'un tel scénario soit viable, et quantifions les économies qu'il peut apporter. Cette dissertation se conclut par une prise de recul sur les contributions et sur les extensions qui pourraient y être apportées. / Electric Vehicles (EVs), as their penetration increases, are not only challenging the sustainability of the power grid, but also stimulating and promoting its upgrading. Indeed, EVs can actively reinforce the development of the Smart Grid if their charging processes are properly coordinated through two-way communications, possibly benefiting all types of actors. Because grid systems involve a large number of actors with nonaligned objectives, we focus on the economic and incentive aspects, where each actor behaves in its own interest. We indeed believe that the market structure will directly impact the actors' behaviors, and as a result the total benefits that the presence of EVs can earn the society, hence the need for a careful design. The thesis first provides an overview of economic models considering unidirectional energy flows, but also bidirectional energy flows, i.e., with EVs temporarily providing energy to the grid. We describe and compare the main approaches, summarize the requirements on the supporting communication systems, and propose a classification to highlight the most important results and lacks. We propose to use the recharging processes of EVs to provide regulation to the grid by varying the instantaneous recharging power. We provide an economic analysis of the incentives at play, including the EV owners point of view (longer recharging durations and impact on battery lifetime versus cheaper energy) and the aggregator point of view (revenues from recharging versus regulation gains). In particular, we analyze the range of regulation rewards such that offering a regulation-oriented recharging benefits both EV owners and the aggregator. After that, we split the monopolistic aggregator into two competing entities. We model a non-cooperative game between them and examine the outcomes at the Nash equilibrium, in terms of user welfare, station revenue and electricity prices. As expected, competing stations offer users with lower prices than the monopolistic revenue-maximizing aggregator do. Furthermore, the amount of regulation service increases significantly than that in the monopolistic case. Considering the possibility of discharging, we propose an approach close to Vehicle-to-Grid, where EVs can give back some energy from their batteries during peak times. But we also use EVs as energy transporters, by taking their energy where it is consumed. A typical example is a shopping mall with energy needs, benefiting from customers coming and going to alleviate its grid-based consumption, while EV owners make profits by reselling energy bought at off-peak periods. Based on a simple model for EV mobility, energy storage, and electricity pricing, we quantify the reduction in energy costs for the EV-supported system, and investigate the conditions for this scenario to be viable.