A multi-agent based scheduling algorithm for adaptive electric vehicles charging

This paper presents a decentralized scheduling algorithm for electric vehicles charging. The charging control model follows the architecture of a Multi-Agent System (MAS). The MAS consists of an Electric Vehicle (EV)/Distributed Generation (DG) aggregator agent and “Responsive” or “Unresponsive” EV agents. The EV/DG aggregator agent is responsible to maximize the aggregator’s profit by designing the appropriate virtual pricing policy according to accurate power demand and generation forecasts. “Responsive” EV agents are the ones that respond rationally to the virtual pricing signals, whereas “Unresponsive” EV agents define their charging schedule regardless the virtual cost. The performance of the control model is experimentally demonstrated through different case studies at the micro-grid laboratory of the National Technical University of Athens (NTUA) using Real Time Digital Simulator. The results highlighted the adaptive behaviour of “Responsive” EV agents and proved their ability to charge preferentially from renewable energy sources

Dynamic Origin-Destination Matrix Estimation with Interacting Demand Patterns

It has become very fashionable to talk about Mobility as a Service, multimodal transport networks, electrified and green vehicles, and sustainable transportation in general. Nowadays, the transportation field is exploring new angles to solve mobility issues, applying concepts such as using machine learning techniques to profile user behaviour. While for many years “traffic pressure” and “congestion phenomena” were the most established keywords, there is now a widespread body of research pointing out how new technologies alone will solve most of these issues. One of the main reasons for this change of direction is that earlier approaches have been proven to be more “fair” than “effective” in tackling mobility issues. The main limitation was probably to rely on simple assumptions, such as in-elastic mobility travel demand (car users will stick to their choice), when modelling travel behaviour. However, while these assumptions were questionable twenty years ago, they simply do not hold in today's society. While it is still true that high-income people usually own a car, the concept of urban mobility evolved. First, new generations are likely to buy a car ten-twenty years later than their parents. Second, in many cases, users can choose options that are more effective by combining different transport modes. Wealthy people might decide to live next to their working place or to the city centre, rather than to buy a car. Thus, it becomes clear that to understand the evolution of the mobility demand we need to question some of these assumptions. While data can help in understanding this societal transformation, we argue in this dissertation that they cannot be considered as the sole source of information for the decision maker. Although data have been there for many years, congestion levels are increasing, meaning that data alone cannot solve the problem. Although successful in many case studies, data-driven approaches have the limitation of being capable of modelling only what they observed in the past. If there is no record of a specific event, then the model will simply provide a biased information. In this manuscript we point out that both elements – data and model – are equally relevant to represent the evolution of a transport system, and specifically how important is to consider the heterogeneity of the mobility demand within the modelling framework in order to fully exploit the available data. In this manuscript, we focus on the so-called Dynamic Demand Estimation Problem (DODE), which is the problem of estimating the mobility demand patterns that are more likely to best fit all the available traffic data. While this dissertation still focuses on car-users, we stress that the activity based structure of the demand needs to be explicitly represented in order to capture the evolution of a transport system. While data show a picture of the reality, such as how many people are travelling on a certain road segment or even along a certain path, this information represents a coarse aggregation of different individuals sharing a common resource (i.e. the infrastructure). However, the traffic flow is composed of different users with different trip purposes, meaning they react differently to a certain event. If we shut down a road from one day to another, commuting and not commuting demand will react in a different way. The same concept holds when dealing with different weather conditions, which also lead to a different demand pattern with respect to the typical one. This dissertation presents different frameworks to solve the DODE, which explicitly focus on the estimation of the mobility demand when dealing with typical and atypical user behaviour. Although the approach still focuses on a single mode of transport (car-users), the proposed formulation includes the generalized travel cost within the optimization framework. This key element allows accounting for the departure time choice and, in principle, it can be extended to the mode choice in future work. The methodologies presented in this thesis have been tested with a “state of the practice” dynamic traffic assignment model. Results suggest that the models can be used for real-life networks, but also that more efficient algorithm should be considered for practical implementations in order to unleash the full potential of this new approach

Retirement Decisions in Transition: Microeconometric Evidence from Slovenia

In this article, we analyse old-age retirement decisions of Slovenian men and women, eligible to retire in the period 1997-2003. In comparison to established market economies, we find relatively high hazard rates of retirement that decline with age. This unusual pattern can partly be attributed to weak incentives to work, inherent in the design of the pension system and reflected in predominantly negative values of accruals, and to transition-specific increase in wage inequality in the late 1980s and early 1990s. This is reflected in low wages and relatively high pensions of less productive (skilled) workers and vice versa. We find that the probability of retirement decreases with option value to work and net wages, although the response to the former, when controlling for the latter, is rather weak. Our results also imply that less educated individuals and individuals with greater personal wealth are more likely to retire.option value; retirement decisions; transition

A parallelized micro-simulation platform for population and mobility behavior. Application to Belgium.

In this book we aim at developing an agent-based micro-simulation framework for (large) population evolution and mobility behaviour. More specifically we focus on the agents generation and the traffic simulation parts of the platform, and its application to Belgium. Hence we firstly develop a synthetic population generator whose main characteristics are its sample-free nature, its ability to cope with moderate data inconsistencies and different levels of aggregation. We then generate the traffic demand forecasting with a stochastic and flexible activity-based model relying on weak data requirements. Finally, a traffic simulation is completed by considering the assignment of the generated demand on the road network. We give the initial developments of a strategic agent-based alternative to the conventional simulation-based dynamic traffic assignment models

An analysis of spending behaviour under liquidity constraints with an application to financial hedging

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Optimization of fed-batch fermentation processes using the Backtracking Search Algorithm

Fed-batch fermentation has gained attention in recent years due to its beneficial impact in the economy and productivity of bioprocesses. However, the complexity of these processes requires an expert system that involves swarm intelligence-based metaheuristics such as Artificial Algae Algorithm (AAA), Artificial Bee Colony (ABC), Covariance Matrix Adaptation Evolution Strategy (CMAES) and Differential Evolution (DE) for simulation and optimization of the feeding trajectories. DE traditionally performs better than other evolutionary algorithms and swarm intelligence techniques in optimization of fed-batch fermentation. In this work, an improved version of DE namely Backtracking Search Algorithm (BSA) has edged DE and other recent metaheuristics to emerge as superior optimization method. This is shown by the results obtained by comparing the performance of BSA, DE, CMAES, AAA and ABC in solving six fed batch fermentation case studies. BSA gave the best overall performance by showing improved solutions and more robust convergence in comparison with various metaheuristics used in this work. Also, there is a gap in the study of fed-batch application of wastewater and sewage sludge treatment. Thus, the fed batch fermentation problems in winery wastewater treatment and biogas generation from sewage sludge are investigated and reformulated for optimization