Electric Vehicles Charging Control based on Future Internet Generic Enablers

In this paper a rationale for the deployment of Future Internet based applications in the field of Electric Vehicles (EVs) smart charging is presented. The focus is on the Connected Device Interface (CDI) Generic Enabler (GE) and the Network Information and Controller (NetIC) GE, which are recognized to have a potential impact on the charging control problem and the configuration of communications networks within reconfigurable clusters of charging points. The CDI GE can be used for capturing the driver feedback in terms of Quality of Experience (QoE) in those situations where the charging power is abruptly limited as a consequence of short term grid needs, like the shedding action asked by the Transmission System Operator to the Distribution System Operator aimed at clearing networks contingencies due to the loss of a transmission line or large wind power fluctuations. The NetIC GE can be used when a master Electric Vehicle Supply Equipment (EVSE) hosts the Load Area Controller, responsible for managing simultaneous charging sessions within a given Load Area (LA); the reconfiguration of distribution grid topology results in shift of EVSEs among LAs, then reallocation of slave EVSEs is needed. Involved actors, equipment, communications and processes are identified through the standardized framework provided by the Smart Grid Architecture Model (SGAM).Comment: To appear in IEEE International Electric Vehicle Conference (IEEE IEVC 2014

A Service Component-based Accounting and Charging Architecture to Support Interim Mechanisms across Multiple Domains

Today, telematics services are often compositions of different chargeable service components offered by different service providers. To enhance component-based accounting and charging, the service composition information is used to match with the corresponding charging structure of a service session. This enables the sharing of revenues among the service providers, and calculation of the total cost for the end-user. When multiple independent service providers are involved, it is a great challenge to apply interim accounting and charging during a service session in order to minimize financial risks between business partners. Another interesting development is the trend towards outsourcing accounting and charging processes to specialized business partners. This requires a decoupling between provisioning and accounting and charging processes. In this paper, we propose a comprehensive component-based accounting and charging architecture to support service session provisioning across multiple domains. The architecture, modeled in UML, incorporates an interim accounting and charging mechanism to enable the processing and exchange of accounting information needed to update intermediate charges for separate service components and the user's credit, even during the service provisioning phase

Smart Vehicle to Grid Interface Project: Electromobility Management System Architecture and Field Test Results

This paper presents and discusses the electromobility management system developed in the context of the SMARTV2G project, enabling the automatic control of plug-in electric vehicles' (PEVs') charging processes. The paper describes the architecture and the software/hardware components of the electromobility management system. The focus is put in particular on the implementation of a centralized demand side management control algorithm, which allows remote real time control of the charging stations in the field, according to preferences and constraints expressed by all the actors involved (in particular the distribution system operator and the PEV users). The results of the field tests are reported and discussed, highlighting critical issues raised from the field experience.Comment: To appear in IEEE International Electric Vehicle Conference (IEEE IEVC 2014

Optimal Fully Electric Vehicle load balancing with an ADMM algorithm in Smartgrids

In this paper we present a system architecture and a suitable control methodology for the load balancing of Fully Electric Vehicles at Charging Station (CS). Within the proposed architecture, control methodologies allow to adapt Distributed Energy Resources (DER) generation profiles and active loads to ensure economic benefits to each actor. The key aspect is the organization in two levels of control: at local level a Load Area Controller (LAC) optimally calculates the FEVs charging sessions, while at higher level a Macro Load Area Aggregator (MLAA) provides DER with energy production profiles, and LACs with energy withdrawal profiles. Proposed control methodologies involve the solution of a Walrasian market equilibrium and the design of a distributed algorithm.Comment: This paper has been accepted for the 21st Mediterranean Conference on Control and Automation, therefore it is subjected to IEEE Copyrights. See IEEE copyright notice at http://www.ieee.org/documents/ieeecopyrightform.pd

Factors Affecting Demand for Plug-in Charging Infrastructure: An Analysis of Plug-in Electric Vehicle Commuters

The public sector and the private sector, which includes automakers and charging network companies, are increasingly investing in building charging infrastructure to encourage the adoption and use of plug-in electric vehicles (PEVs) and to ensure that current facilities are not congested. However, building infrastructure is costly and, as with road congestion, when there is significant uptake of PEVs, we may not be able to “build out of congestion.” We modelled the choice of charging location that more than 3000 PEV drivers make when given the options of home, work, and public locations. Our study focused on understanding the importance of factors driving demand such as: the cost of charging, driver characteristics, access to charging infrastructure, and vehicle characteristics. We found that differences in the cost of charging play an important role in the demand for charging location. PEV drivers tend to substitute workplace charging for home charging when they pay a higher electricity rate at home, more so when the former is free. Additionally, socio-demographic factors like dwelling type and gender, as well as vehicle technology factors like electric range, influence the choice of charging location

Economic FAQs About the Internet

This is a set of Frequently Asked Questions (and answers) about the economic, institutional, and technological structure of the Internet. We describe the history and current state of the Internet, discuss some of the pressing economic and regulatory problems, and speculate about future developments.Internet, telecommunications, congestion pricing, National Information Infrastructure

Quality of service assurance for the next generation Internet

The provisioning for multimedia applications has been of increasing interest among researchers and Internet Service Providers. Through the migration from resource-based to service-driven networks, it has become evident that the Internet model should be enhanced to provide support for a variety of differentiated services that match applications and customer requirements, and not stay limited under the flat best-effort service that is currently provided. In this paper, we describe and critically appraise the major achievements of the efforts to introduce Quality of Service (QoS) assurance and provisioning within the Internet model. We then propose a research path for the creation of a network services management architecture, through which we can move towards a QoS-enabled network environment, offering support for a variety of different services, based on traffic characteristics and user expectations

Trade & Cap: A Customer-Managed, Market-Based System for Trading Bandwidth Allowances at a Shared Link

We propose Trade & Cap (T&C), an economics-inspired mechanism that incentivizes users to voluntarily coordinate their consumption of the bandwidth of a shared resource (e.g., a DSLAM link) so as to converge on what they perceive to be an equitable allocation, while ensuring efficient resource utilization. Under T&C, rather than acting as an arbiter, an Internet Service Provider (ISP) acts as an enforcer of what the community of rational users sharing the resource decides is a fair allocation of that resource. Our T&C mechanism proceeds in two phases. In the first, software agents acting on behalf of users engage in a strategic trading game in which each user agent selfishly chooses bandwidth slots to reserve in support of primary, interactive network usage activities. In the second phase, each user is allowed to acquire additional bandwidth slots in support of presumed open-ended need for fluid bandwidth, catering to secondary applications. The acquisition of this fluid bandwidth is subject to the remaining "buying power" of each user and by prevalent "market prices" – both of which are determined by the results of the trading phase and a desirable aggregate cap on link utilization. We present analytical results that establish the underpinnings of our T&C mechanism, including game-theoretic results pertaining to the trading phase, and pricing of fluid bandwidth allocation pertaining to the capping phase. Using real network traces, we present extensive experimental results that demonstrate the benefits of our scheme, which we also show to be practical by highlighting the salient features of an efficient implementation architecture.National Science Foundation (CCF-0820138, CSR-0720604, EFRI-0735974, CNS-0524477, and CNS-0520166); Universidad Pontificia Bolivariana and COLCIENCIAS–Instituto Colombiano para el Desarrollo de la Ciencia y la Tecnología “Francisco Jose ́ de Caldas”