While the high load demand from electric vehicles, it is desirable to set a priority for some types of vehicles used for emergency services (Ambulances, firefighting vehicles, etc..) in charging infrastructures. For this task, a rule-based algorithm is proposed and is based on a holistic approach considering the business and activity of two interlinked systems: the distribution electrical system and the transportation system. The objective function of the optimization problem is to maximize the power delivered to all EVs within a set of 1-hour time steps, subject to several network and transportation constraints. The proposed algorithm has been applied by considering a study case Forest-sur-Marque (Northern France).

Grid with capacity shortages, for example, long radial networks that lack redundant power supply, will face difficulty enabling fast charging for electric vehicles without adding additional stress to the grid or jeopardizing electric power quality. During reinforcement of the electricity grid, which usually takes years, Vattenfall Distribution will enable supercharging of electric vehicles, in areas with capacity shortages, by offering our customers a flexible connection to the grid. Using the grid more efficiently and optimizing the usage of the grid will be the future key to enabling fast chargers for electric vehicles.

The project FlexConnect will test and evaluate methods for a flexible connection to the grid for fast charging of electric vehicles depending on the network conditions. When the electricity grid does not have available capacity, the power for fast chargers shall be curtailed to ensure good electric power quality of the local grid. By measuring voltage fluctuation in the local network and especially the boundary value for network quality, the DSO signals the available capacity to enable supercharging of electric vehicles. FlexConnect will implement and evaluate a new technical solution that monitors voltage fluctuation, forecasting, and an algorithm to determine how to use the local grid in a more optimized and safe way. By monetarizing the power quality of the local grid, the project aims to FlexConnect is one of several initiatives that Vattenfall Distribution is running within flexibility and capacity to enable electrification and speed up the adoption of electric vehicles. This paper provides insights into the technical requirements needed to forecast and enforce the steering of allowed power consumption by the charging operator, without endangering power quality in the local grid or the customer experience.

With the increasing number of electric vehicles (EV), an overload of the low-voltage power distribution networks is expected, overload reflected in the power distribution transformers. Monitoring of EVs charging plays a vital role in monitoring and predicting how power loading patterns may affect the lifetime of the power transformers. The possibility of monitoring and predicting the charging profile of EVs will help the Distribution System Operator plan the integration of charging stations. This work proposes four algorithms for the first disaggregation stage of the charging EV profiles from aggregated power. These use only active/reactive powers acquired in real-time at the secondary side of a transformer feeding EV charging station(s). The most valuable feature of these algorithms is their capability of disaggregating an EV charging load from the aggregated power of many other loads in the same line.

Substations for new housing scheme developments – specifically a Packaged Substation equipped with 630kVA Ester transformer which can cope with sustained peaks of up to 1MVA, and very low loss 1MVA mineral oil transformers which can be retrofitted into the space required for a 630kVA transformer.

Additionally, it has developed a prototype 200kVA ‘Sidewalk Transformer’ which can be installed on the public path to reinforce weak cable networks.

On Overhead networks, a 300KVA low viscosity oil Transformer which can replace a single pole mounted 200kVA transformer.

MV/LV Substations for LV networks in Domestic Housing Estates were designed in the past on the basis of a stochastic After Diversity Maximum Demand of between 1.5 and 2.5kVA per house, with the highest load in the house being the electric cooker, which was seldom on at full load for long periods. Furthermore, with the drive to increase the electrification for transport and heat, widespread replacement of existing fossil fuel vehicles can be expected, with each replacement electric vehicle (EV) having a demand of 7kVA. In addition, it is expected that there will also be widespread adaptation of Heat Pumps (typically 3.5kVA) to displace fossil fuel heating in homes.

Such widespread load additions to existing networks can be expected to impose quite significant extra loading on networks which were designed for less than 2.5kVA per customer, with the likelihood that many networks may become overloaded and require reinforcement. The utility then faces a dilemma – reinforcing in advance may prove unnecessary if the diversity associated with EV's is significant e.g. perhaps EV's only charge every third day, or load control could ensure that EV loading was matched to the available network capacity. Even worse would-be inadequate network capacity preventing EV Charging.

Accordingly, the best approach would be to develop a method whereby extra capacity could be quickly installed at short notice in existing networks thus reducing the lead time before a decision was required. However, this assumes that existing networks are capable of being uprated, which may not be the case, where packaged substations were optimized to minimize cost and hence difficult to uprate.

Similar problems arise in new Housing Estates where an optimal balance is required between the capacity originally provided and scope to increase further. As the largest Packaged Substation was 630kVA, a replacement 630kVA Ester transformer was developed which could cope with sustained peak loading of 1MVA for use where load was uncertain or where an existing 630KVA needed to cope with high peak EV loads. In cases where voltage drop would tehn be an issue a 1MVA Tap Changing Transformer with no more losses than a 630kVA was developed for retrofit.

Finally, in cases where LV cables in existing network are overloads a slimline Substation can now be installed on the public path adjacent to the LV circuits.

The increasing number of decentralized energy resources and the growth of controllable loads, especially e-mobility, cause new challenges for stable operation of energy grids. Demand side management to reduce power peaks is one possible alternative to grid reinforcements, allows minimization of peak loads and thus increase the grid efficiency. Within this research work a concept for decentralized load management for electric vehicles is developed.

The following paper analyses the current regulatory framework based on existing German laws and customer contracts to realize the decentralized real laboratory. The German Energy Industry Act (§14a EnWG) allows distribution grid operators to control flexible loads at reduced grid charges. Besides this, consumer privacy concerns and data security have to be considered and are therefore part of the decentralized concept. Furthermore, there are contracts between customers, energy suppliers and DSOs that specify several locking periods for clusters of flexible loads. Depending on the DSO's specifications and the customer contract, an electric vehicle can be blocked for certain time windows, a flexible period during the day or not at all. The described concept of decentralized load management considers all aspects mentioned above. It may be adapted to other countries with different regulatory frameworks. The paper further addresses several discussions on possible adjustments.

This paper focuses on the management of a fleet of electric vehicles. It aims to determine the optimal sizing of the fleet and chargers dedicated to it, given a deterministic demand of transport by customers. We describe the problem by introducing hypothesis on travels and demands. Then, we present a model that is based on and extends previous works on electric vehicle routing problem. Our model includes new aspects such as smart charging and the possibility to have unmet demands. Finally, we implement two methods, a direct one and a decomposition one, to compare their efficiency. We show their respective performance on small instances.

Within the framework of strategic grid planning, it is important to consider the effects of the charging infrastructure for electromobility. Therefore, different calculation methods for determining the simultaneity factors are compared as a sensitivity analysis in this contribution. The results show that although there are sometimes considerable differences between the methods, two methods turn out to be more plausible than the others. Additionally, the newly recommended standard operating equipment is revised accordingly.

The extensive integration of distributed prosumers (DPs) is a promising option for improving the reliability, flexibility, and resilience of power systems. A particular solution mandated by FERC Order 2222 is leveraging their high ramp capacity through aggregation in the wholesale market to procure ancillary service products (ASPs). However, DPs communicate with the aggregator and other entities through the Internet of Things, which is highly vulnerable to cyber-attacks. In this study, we model the communication system of DPs via Mininet-WiFi software-defined networking (SDN) emulator and perform multiple cyber-attacks, including Network Reconnaissance, Man in the middle, ARP spoofing, and Denial of Service, to illustrate the cyber vulnerabilities of such communication systems. Finally, we propose implementing an Ethereum-based blockchain technology framework to securely store the data exchange between DPs, aggregator, and other involved entities, which can be used for anomaly and cyber-attack detection and traceability of the sources of the procured ASP.

Korea Electric Power Corporation (KEPCO) has been leading a project on electric vehicle - power grid Integration (VGI) for smart managed charging (V1G) and bidirectional power transfer (V2G) system development and demonstration as a fast-demand response resource. KEPCO has developed VGI management system(“kVGI”) for V1G and V2G control. To use EV batteries as a useful flexibility resource through V1G, we developed a battery state of charge (SoC) reading device and estimation model for conventional EVs. Also, we developed and installed 100 EV supply equipment (EVSE) for V1G demonstration. In this article, we present some early results of V1G fielddemonstration of more than 100 EVs.

The rapid development of electric vehicles (EVs) poses significant challenges for the electricity systems. EV flexibility ( e.g., smart charging and vehicle-to-grid services) plays a crucial role in enabling system operators to integrate renewable generation, thus facilitating Net-Zero carbon targets. Market measures are of great help to incorporate EV flexibility for electricity system operation requirements. It should be fairly rewarded when providing various services to the electricity system. EV flexibility trading effectively supports the integration of renewable energy resources (RERs) and uncertain demand. This paper investigates EV flexibility values for the electricity system, the aligned market structures and trading mechanisms. An example demonstration demonstrates that integrating EV flexibility in the centralized dual-stage electricity market notably decreases the average balancing cost, enabling more efficient operation.