822 IEEE TRANSACTIONS ON SUSTAINABLE ENERGY, VOL. 6, NO.

3, JULY 2015

Stochastic Reconfiguration and Optimal

Coordination of V2G Plug-in Electric Vehicles
Considering Correlated Wind Power Generation
Abdollah Kavousi-Fard, Student Member, IEEE, Taher Niknam, Member, IEEE,
and Mahmud Fotuhi-Firuzabad, Fellow, IEEE

Abstract—This paper investigates the optimal operation of dis- CBat Battery investment cost ($).
tribution feeder reconfiguration (DFR) strategy in the smart grids DoDi /DoDf Initial/final depth of discharge (DoD) in a
with high penetration of plug-in electric vehicles (PEVs) and cor-
discharge cycle.
related wind power generation. The increased utilization of PEVs
in the system with stochastic volatile behavior along with the high Ebat Usable energy of the battery (kWh).
penetration of renewable power sources such as wind turbines ED,v
t
Energy for PEVs in fleet v to drive at
(WTs) can create new challenges in the system that will affect time t.
the DFR strategy greatly. In order to reach the most efficiency Evt Available energy in batteries of fleet v at
from the PEVs, the idea of vehicle-to-grid (V2G) is employed in
this paper to make a bidirectional power flow (either charging/ time t.
discharging or idle mode) strategy when providing the main charg- Evini /Evfin Initial/final energy in PEV fleet v.
ing needs of PEVs. In this regard, we suggest a new stochastic Evmin /Evmax Min/max energy in batteries of PEV
framework based on unscented transformation (UT) to model the fleet v.
uncertainties of the PEVs’ behaviors when considering the cor-
related power generation of WTs. The feasibility and satisfying
La(i) Average load connected to ith bus.
performance of the proposed framework are examined on the NL /Nbr /Nbus Number of loops/branches/buses of net-
IEEE 69-bus test system. work.
Index Terms—Distribution feeder reconfiguration (DFR), n Number of uncertain variables.
plug-in electric vehicle (PEV), unscented transformation (UT), Nv Total number of PEVs.
vehicle-to-grid (V2G). Ndis Number of discharge cycles.
Nc Number of life cycles.
N OMENCLATURE Ntie Number of tie switches of grid.
a, b Wöhler curve parameters. NSw Number of sectionalizing switches of
Costsub Cost of power supply by the main substa- grid.
tion. Psub
t
/Psub
max
Hourly/max imported power from upst-
Costploss Cost of resistive power losses. ream grid.
CostPEV Cost of aggregated plug-in electric vehi- Ploss
t
Hourly active power loss of network.
cles (PEVs). Pc,v
t
/Pd,v
t
Charging/discharging capacity of PEV
CostRel Cost of reliability. fleet v.
CostOp Cost of operation of PEVs. Pc,v
min
/Pc,v
max
Min/max charging capacity of PEV
Costdeg Cost of battery degradation in PEVs. fleet v.
Cost Total network cost. Pd,v
min
/Pd,v
max
Min/max discharging capacity of PEV
Csub
t
/Closs
t
/CPEV
t
Hourly energy price/loss cost/vehicle-to- fleet v.
grid (V2G) price. Pvt Charge/discharge power rate of PEV fleet
Ci Cost of interruption of the ith bus in v at time t.
($/kW). Pit /Qti Hourly injected active/reactive power at
bus i.
Manuscript received October 19, 2014; revised December 20, 2014 and
February 06, 2015; accepted February 21, 2015. Date of publication April 15, Pxx /Pyy Covariance of input variable X/output
2015; date of current version June 17, 2015. Paper no. TSTE-00586-2014. variable Y.
A. Kavousi-Fard and T. Niknam are with the Department of Electronics ri Repair rate of the ith component.
and Electrical Engineering, Shiraz University of Technology (SUTech), Shiraz rS Average outage time of the system.
71889-75369, Iran (e-mail: abdollah.kavousifard@gmail.com; niknam@
sutech.ac.ir). Sij
t
/Sij
max
Hourly/max apparent power flow between
M. Fotuhi-Firuzabad is with the Department of Electrical Engineering, bus i and j.
Sharif University of Technology, Tehran 11365-9363, Iran (e-mail: fotuhi@ T Planning horizon.
sharif.edu).
Tietk Status of kth tie switch in tth hour.
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org. Swtk Status of kth sectionalizing switch in tth
Digital Object Identifier 10.1109/TSTE.2015.2409814 hour.
1949-3029 © 2015 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
KAVOUSI-FARD et al.: STOCHASTIC RECONFIGURATION AND OPTIMAL COORDINATION OF V2G PEVs
t Time in which SOC is set to a specific
value.
Uvt Status of grid connection of fleet v at
time t.
Uc,v
t
/Ud,v
t
/Ui,v
t
Indicator of fleet v in charge/discharge/
idle mode.
US Annual system outage time.
Vit /δit Voltage magnitude/phase of bus i at
hour t.
Vimin /Vimax Minimum/maximum voltage at bus i.
Wk kth weighting factor of the sample point.
Yij /θij Magnitude/phase of impedance between
bus i and j.
λS Average failure rate of the system.
λi Failure rate of the ith component.
μi Mean value of ith input random variable.
I. I NTRODUCTION
O NE OF THE most significant and popular new technolo-
gies is PEVs. PEVs are hourly distributed in the power
system and can simulate a mobile demand or a mobile stor-
age in the smart grids [1]. As a result, optimal coordination of
these devices can provide benefits for the system such as shift-
ing the peak load hours, reducing the power losses, and the total
costs [2]. On the other hand, lack of smart management strate-
gies for PEVs can result in unwanted outcomes such as feeder
congestion on transmission and distribution systems and trans-
formers, increasing the energy losses, decreasing the reliability,
and power quality [3]. In this way, the idea of V2G is devised to
minimize PEV impacts by providing energy and ancillary ser-
vices to the grid. V2G technology enables the PEVs to have a
bilateral power flow exchange with the upstream network and
thus they can either inject/draw power into/from the grid. In
the first glance, this technology is very useful for the manage-
ment of PEVs in the new systems. However, from the operation
point of view, it will increase the complexity of the opera-
tion of PEVs and the whole grid when affecting all the current
available strategies of the system [4].
One of the most useful strategies of the operation that is
affected by the appearance of PEVs is distribution feeder recon-
figuration (DFR). By definition, DFR is the process of changing
the topology of the network using some sectionalizing switches
and tie switches such that all the constraints are observed and
the radial structure of the system is preserved, simultaneously
[5]. In the literature, the positive effect of optimal DFR prob-
lem on the total power losses of the system is investigated
through different methods such as neural network [6], opti-
mum flow pattern [7], graph theory [8], and heuristic techniques
[9]. Meanwhile, the constructive effects of DFR on other tar-
gets such as increasing load balance, improving voltage profile,
reducing total system cost, and enhancing system reliability
are discussed widely [10], [11]. While each of these works
has investigated the optimal DFR from a precious and signif-
icant point of view, there is no research implemented to see
the effect of optimal DFR on the hourly coordination of the
V2G PEVs. This issue is addressed in this paper. As it will be
shown later, the optimal DFR strategy can comfort the pen-
etration of V2G PEVs in the future transportation fleets. In
823
addition, according to the rapid growth of wind turbine (WT)
in the distribution systems, the necessity of studying the exis-
tence of this type of renewable energy sources is evident. The
main challenging issues regarding the WTs are: 1) the highly
volatile output power generation of WTs and 2) the correlated
power generation of WTs in a wind farm. In order to over-
come both challenging issues of WTs, this paper suggests a
new stochastic framework based on unscented transformation
(UT) in which a suitable tool is used to properly model the
uncertainty effects [12]. In addition to the correlated uncertain-
ties of WTs, the proposed stochastic framework will model the
uncertainties associated with the active and reactive loads of the
system, the departure and arrival times of the PEVs fleets, state
of charge (SOC) of batteries, number of PEVs in a fleet, and the
price of energy.
This paper is organized as follows. Section III explains the
formulation of the proposed stochastic problem. Section IV
describes the basics and formulations of the UT for model-
ing the correlated uncertainties of the problem. The proposed
stochastic framework is examined on the IEEE 69-bus test sys-
tem in Section V. Finally, the main concepts and conclusion of
the work are given in Section VI.
II. DFR F ORMULATION C ONSIDERING V2G-PEV S
AND WT S
A. PEV Fleet Characteristics
PEV fleet characteristics can be known by determining its
departure time, arrival time, and the starting locations and des-
tinations. Each fleet contains a random number of PEVs. Based
on the number of PEVs in the fleet and characteristics of PEVs,
the main features of fleet including SOC; (the ratio of available
energy to maximum storable energy in the battery), energy con-
sumption, and min/max capacity are determined. It is reported
that generally an average driver experience three trips per day
with short trips of 10 min [13]. In order to maintain the hourly
structure of the scheduling, the short trips are ignored here. For
a PEV in a fleet, it is assumed that PEV starts daily traveling
from a starting location at the beginning of the day and returns
to the same point at the end of its trip. Also, the amount of
energy required by PEV in the traveling direction is the same
as the returning direction. To make the analysis more realistic,
the first trip of PEV fleet is done with 100% SOC (i.e., fully
charged battery). Each time that the PEV arrives to a charg-
ing location, the amount of power exchange with the main grid
is determined according to the operating cost and the battery
limitations such as charging/discharging rate and the DoD. The
literature reports 20% SOC as the maximum DoD to avoid
the aging of batteries [14]. The aggregated cost of V2G PEV
charging/discharging depends on the number of vehicles and
price of energy drawn/delivered by PEV batteries.
B. WT Output Power
WT as the result of especial characteristics such as high
accessibility, environmental-compatibility and economical fuel
cost found much popularity in the short time. However, as the
random variation of the wind speed, the output power generated
824 IEEE TRANSACTIONS ON SUSTAINABLE ENERGY, VOL. 6, NO. 3, JULY 2015

by WT is neither continuous nor stable and therefore cannot be

supposed as a reliable power source [15]. The literature sug-
gests the use of probabilistic models for modeling these high
variations of the WT output power. In fact, the probabilistic
model should be able to capture the uncertainty of WT out-
put power variations in the system. In addition, in the case of
WTs, an appropriate probabilistic model requires recognizing
the likely special correlation among the wind farms. This cor-
relation can have severe effects on the reliability and security
of the power system. As it will be described later in Section IV,
we have used the UT technique to answer these issues.

C. Problem Formulation Fig. 1. Typical CCDF.

In this paper, the optimal DFR problem should be solved in
the presence of PEV fleets and correlated WTs as follows. The first term is the total cost of power received from the
1) Control Variables: In the proposed optimization prob- upstream grid neglecting power losses as follows:
lem, the control variables include: 1) ON/OFF status of section-
alizing and tie switches of the network in each hour denoted 
T

by Swtk and Tietk , respectively; 2) hourly charge/discharge/idle Costsub = Csub

t
Psub
t
. (15)
states of each PEV fleet denoted by Uc,v t
/Ud,v
t
/Ui,v
t
, respec- t=1

tively; 3) amount of exchanged power between PEV fleet and The second term in (14) is the cost of power losses as follows:
grid in each hour (Pvt ); either charging (Pc,v
t
) or discharging
(Pd,v ). Therefore, considering Ntie the number of tie switches,
t

T

NSw the number of sectionalizing switches, Nv fleets with T CostPloss = Closs

t
Ploss
t
. (16)
hours of scheduling; the vector of control variables X can be t=1

shown as follows: The third term in (14) is the reliability cost of the system
to evaluate the expected customer interruption costs (ECOST).
X = [XTie , XSw , XPv , XUc , XUd , XUi ] (1) This term measures the expected economic losses caused by
XTie = [Tie1 , Tie2 , . . . , TieNTie ] (2) interruption in the consumption side. This term helps the plan-
XSw = [Sw1 , Sw2 , . . . , SwNSw ] (3) ners to verify the adequate level of reliability for customers,
provide economic justification for determining the network
Tiek = [Tie1k , Tie2k , . . . , TieTk ], k = 1 : NTie (4) reinforcement and redundancy allocation, identify weak points
Swk = [Sw1k , Sw2k , . . . , SwTk ], k = 1 : NSw (5) in the system, determine appropriate maintenance scheduling,
and develop appropriate operation policies [5]. In order to cal-
XPv = [P 1 , P 2 , . . . , P Nv ] (6)
culate the ECOST, the load point reliability indices such as
XUc = [U c,1 , U c,2 , . . . , U c,Nv ] (7) average failure rate λS , annual system outage time US , and
XUd = [U d,1 , U d,2 , . . . , U d,Nv ] (8) average outage time rS should be calculated as follows [5]:
 
XUi = [U i,1 , U i,2 , . . . , U i,Nv ] (9) λS = λi , U S = λi ri (17)
Pk = [Pk1 , Pk2 , . . . , PkT ], k = 1 : Nv (10) i i

U c,k = [Uc,k
1
, Uc,k
2
, . . . , Uc,k
T
], k = 1 : Nv (11) λi ri
US
rS = = i . (18)
U d,k = [Ud,k , Ud,k , . . . , Ud,k ],
1 2 T
k = 1 : Nv (12) λS λi
i
U i,k = [Ui,k
1
, Ui,k
2
, . . . , Ui,k
T
], k = 1 : Nv (13)
The ECOST function is calculated as follows [5]:
where XTie , XSw , XUc , XUd , and XUi are, respectively, binary
variables equal to 0 or 1. Also, XPv is a continuous vari- 
Nb 
Nb

able. According to the above equation, the number of control CostRel = ECOSTi = La(i) Ci λi . (19)
i=1 i=1
variables equals to (NTie + NSw + 4 × Nv ) × T .
2) Objective Function: In order to reach the most effi- In the above equation, Ci is the cost of interruption of the
ciency, the objective is the minimization of the total cost of the ith bus in ($/kW), which is calculated using the composite cus-
system incorporating both the operation and reliability costs as tomer damage function (CCDF). A typical CCDF is shown in
follows: Fig. 1. The last term in (14) is the PEV cost including the
operation cost and degradation cost as expressed below
Min Cost = Costsub + CostPloss + CostRel + CostPEV .
(14) CostPEV = CostOp + Costdeg . (20)
KAVOUSI-FARD et al.: STOCHASTIC RECONFIGURATION AND OPTIMAL COORDINATION OF V2G PEVs 825

3) Limitations and Constraints: This problem includes sev-

eral equality and equality constraints that are described here.
a) AC power flow constraints:
⎧ t   t  t

⎪ Pi = Vi  Vj  |Yij | cos θij + δit − δjt

⎪
⎪
⎨ j

⎪   t  t
(26)
⎪
⎪ Q t
=  V   V  |Y | sin θ + δ t
− δ t
.
⎩ i i j ij ij i j
j

b) Voltage of buses constraint:

Vimin ≤ Vit ≤ Vimax . (27)
c) Maximum power exchange with the upstream network:
Fig. 2. Wöhler curve for lithium-ion battery.  t 
Psub  ≤ Psub
max
. (28)

The operation cost of aggregated PEVs is calculated based d) Maximum power flow in feeders:
on the number of vehicles and charging/discharging power as
Sij
t
≤ Sij
max
. (29)
follows [2]:
e) Keeping the radiality of the network: After each recon-

T 
Nv
figuration of the system, the radial topology of the system
CostOp = Uvt Cvt Pvt . (21)
should be checked. In the case of detecting loop in the sys-
t=1 n=1
tem, one of the tie switches in the loop should be opened.
The battery degradation cost is an unwanted result of V2G The number of main loops in the system is as follows [5]:
technology, which should be considered in the cost function.
NL = Nbr − Nbus + 1. (30)
The degradation cost is evaluated as wear for V2G due to
extra cycling of battery. It is shown that the battery cycle life f) Hourly charge/discharge/idle states of fleets: In each hour
depends on the DoD through Wöhler curve [16]. Fig. 2 shows t that PEVs are connected to the grid but in the nonopera-
Wöhler curve for a typical battery. According to this figure, as tional mode, they can exchange power with the grid either
the DoD is increased, the number cycles to battery failure is charge or discharge
decreased. Mathematically, Wöhler curve is modeled as follows
[16]: Uc,v
t
+ Ud,v
t
+ Ui,v
t
= Uvt . (31)
The parameter Uvt represents the presence of PEV fleet v in
Nc (DoD) = a.DoDb (22)
the charging station at time t. It is worth noting that Uvt = 1
shows that the PEV fleets are connected to the grid (either
where parameters a and b determine the type of battery. The
charged or discharged). Inversely, Uvt = 0 shows that the PEV
number of cycles of the battery until the end of its lifetime can
fleet is not plugged in or it is in idle model (does not have any
be calculated using the above equation.
power exchange with the grid).
The degradation costs can be calculated as a function of
a) Maximum/minimum power charging rate [2]:
the DoD at the start and end of the discharging process.
Mathematically, the degradation cost of the battery for one dis- Uc,v
t
Pc,v
min
≤ Pc,v
t
≤ Uc,v
t
Pc,v
max
. (32)
charge from fully charged state (DoD = 0) to a specified level
(DoD = DoDs ) is calculated as follows [16]: b) Maximum/minimum power discharging rate [2]:

CBat × DoDs × Ebat Ud,v

t
Pd,v
min
≤ Pd,v
t
≤ Ud,v
t
Pd,v
max
. (33)
Cd (0, DoDs ) = . (23)
Nc (DoDs ) c) Hourly energy balance in PEV batteries [2]:
Using the above equation, the degradation cost of a discharge 
t

cycle from DoDi to DoDf is determined as follows: Evt = Evini + Uc,v

m m
Pc,v ηc,v − Ud,v
m
Pd,v
m
ηd,v
m=1

Cd (DoDi , DoDf ) = Cd (0, DoDf ) − Cd (0, DoDi ). (24) 

t
− (1 − Uvm )ED,v
m
. (34)
m=1
The total degradation cost in a definite time horizon is the
sum of degradation costs over the number of discharges as d) Energy capacity limit of each fleet [2]:
below:
Pvt = Evt − Evt−1 (35)

N dis
Evmin ≤ Evt ≤ Evmax (36)
Costdeg = Cdk (DoDi , DoDf ). (25)
k=1 Evfin = Evini . (37)
826 IEEE TRANSACTIONS ON SUSTAINABLE ENERGY, VOL. 6, NO. 3, JULY 2015

e) SOC of PEV fleet in the first trip: In this paper, we have Step 2) Calculate the weighting factor of each sample point as
assumed that the SOC of PEV fleets is 100% when leav- follows [12]:
ing the station in the first trip at the start of day. This
limitation is preserved as follows: W0 = W0 (42)
1−W 0
 Wk = , k = 1, 2, . . . , n (43)
Evt = Evmax (38) 2n
1 − W0
W k+n = , k + n = n + 1, . . . , 2n. (44)
2n
III. P ROBABILISTIC L OAD F LOW BASED ON UT Meanwhile, the summation of the weighting factors
T ECHNIQUE should be unity
In a technical classification, there exist three different solu-
tions for modeling uncertainty: 1) Monte Carlo simulation 
2n
W k = 1. (45)
(MCS); 2) analytical methods; and 3) approximate methods.
k=0
The chief deficiency of MCS is the great number of runs
required for convergence. Alternatively, analytical methods are Step 3) Input the 2n + 1 sample points to the nonlinear func-
computationally efficient but work on the basis of some math- tion to find the output samples
ematical assumptions for simplifying the problem. In the last
group, approximate methods exist that have overcome both y k = f (X k ). (46)
of the above shortcomings and thus can be more useful. UT
Step 4) Calculate the mean μy and covariance Pyy of the
technique is one of the most well-know method among the
output variable Y as follows [12]:
approximate methods. This method is a powerful tool that
is introduced by researchers for modeling uncertainty in the 
2n
nonlinear correlated transformations [12]. Some of the charac- μy = W kY k (47)
teristics of this technique are easy coding and simplicity, high k=0
ability of capturing uncertainty, low computational burden, and 
2n
T
high ability for modeling uncertainty in the correlated environ- Pyy = W k (Y k − μy )(Y k − μy ) . (48)
ment. The UT technique takes advantage of the fact that it is k=0
easier to approximate a probability distribution function (pdf)
Fig. 3 shows the flowchart of the UT algorithm for modeling
than an arbitrary nonlinear function. The high ability of UT
uncertainty.
technique over the other well-known methods is demonstrated
in [12]. In order to better understand this technique, suppose
we want to model the uncertainty of the nonlinear stochastic IV. S IMULATION R ESULTS
problem y = f (X); wherein y is the output vector, f is the non-
linear function, and X is the input random. If the problem has The proposed problem is assessed in this section using a
n number of uncertain parameters, X is a vector of the length standard test system.
n with the mean value μ and covariance Pxx . It is clear that
the symmetrical elements of matrix Pxx are the variance of the A. Assumptions
uncertain variables and the nonsymmetrical elements are the
covariance among different uncertain parameters. It is worth In this section, the proposed stochastic problem is examined
noting that UT method will solve a problem with n uncertain on the 69-bus IEEE test system [5]. The single line diagram of
variables 2n + 1 times to model the uncertainty. The UT tech- the test system is shown in Fig. 4. This test system includes
nique does the below steps to reach the mean μy and covariance five tie switches shown by dotted lines and 68 sectionalizing
matrix Pyy of the output y. switches shown by solid lines. In order to see the effect of WT
Step 1) Calculate 2n + 1 samples from the input uncertain on the problem, four WTs are installed on Buses 10, 19, 42,
data as follows [12]: and 56 that are shown in Fig. 4. For the sake of simplicity, sim-
ilar power curves are considered for all WTs. The output power
x0 = μ (39) of WTs and total load demands of the test system for 24 h of

scheduling are shown in Fig. 5.
n It is supposed that WTs on buses 10 and 19 as well as the
xk = μ + P xx , k = 1, 2, . . . , n (40)
1 − W0 k
WTs on buses 42 and 56 are correlated with a correlation coef-

ficient of 0.5. Regarding EVs, five different PEV fleets are
n considered with different travel paths. The number of PEV
xk = μ − P xx , k = 1, 2, . . . , n. (41)
1 − W0 k fleets and their travel paths are shown in Fig. 4. The number
of PEVs in each fleet and the information regarding their trip
In a symbolic definition, the term (A)k in the above are shown in Table I. Also, the departure/arrival time/location
equations is the kth row or column of matrix A. Also, for the trips is shown in Table I. It is worth noting that, in
W 0 is the weight of the mean value μ. this paper, we have assumed that all travels happen inside the
KAVOUSI-FARD et al.: STOCHASTIC RECONFIGURATION AND OPTIMAL COORDINATION OF V2G PEVs
Fig. 3. Flowchart of the UT technique.
Fig. 4. IEEE 69-bus distribution test system with PEV fleet and WT.
network. Regarding the EV batteries, most of the researchers
believe that lithium-ion batteries will dominate the EV markets
[17]. The Wöhler curve parameters of this type of battery are
a = 1331 and b = −1.825 and the battery investment cost is
assumed to be 315 ($) [17]. Table II shows the characteristics
of the charge/discharge rate and capacity of each PEV fleet. It
is worth noting that for simplicity, similar values are assumed
as the charge/discharge rate of PEV fleets. It is clear that the
charge and discharge rate can differ without any problem in the
solution procedure.
Fig. 6 shows the hourly price of the electrical energy [15]. As
shown in this figure, this energy price pattern reflects the energy
price variations properly. Regarding the reliability costs, the
customer interruption cost data are extracted from Fig. 1. The
other reliability data (including failure rate, repair rate, number
of customers in the network, and each bus) are taken from [5].
B. Results and Discussions
As mentioned before, the analysis is done for 24 h to see
the different aspects of the problem including the switching
scheme, status of PEVs, and the charge and discharge of PEVs.
827
Fig. 5. WT output power/total load demand of the network.
TABLE I
PEV F LEET T RAVEL C HARACTERISTICS
TABLE II
PEV F LEET C HARACTERISTICS
In the first part of the analysis, the problem is solved for the
peak load data in the deterministic framework. In order to see
the positive effect of DFR in reducing the total losses of the
system, Table III shows the comparative results of minimizing
the resistive power losses. Here, WT and PEVs are not consid-
ered. According to the results of Table III, optimal DFR strategy
could reduce the initial network losses from 225 (kW) to the
optimal value of 99.62 (kW). The open switches are shown in
the last column of the table. Also, the positive effect of DFR on
the voltage profile of the system can be deduced from the third
column of Table III.
In order to see the constructive influences of DFR on the
grid, Table IV shows the results of single optimization of power
losses, cost of power losses and ECOST, system average inter-
ruption frequency index (SAIFI), system average interruption
duration index (SAIDI), average energy not supplied (AENS),
and maximum voltage deviation as valuable scoring targets in
the area. According to Table IV, the optimal DFR strategy has
improved all the functions, effectively.
The second part of the analysis is done in a 24-h time hori-
zon. Here, the uncertainties associated with the forecast error of
WT output power, active and reactive load, departure and arrival
times of the PEVs fleets, SOC of batteries, number of PEVs in
a fleet, and energy price are modeled using the UT approach. In
828
Fig. 6. Hourly forecast energy price [15].
TABLE III
S INGLE -O BJECTIVE O PTIMIZATION OF THE R ESISTIVE P OWER L OSSES IN
THE T EST S YSTEM
(D ETERMINISTIC F RAMEWORK )
TABLE IV
E FFECT OF DFR ON D IFFERENT O BJECTIVE F UNCTIONS IN THE T EST
S YSTEM (D ETERMINISTIC F RAMEWORK )
order to separately understand the influence of DFR, WTs and
PEVs on the cost function, four different scenarios are defined.
Scenario 1: This scenario shows the 24-h cost function value
neglecting DFR, WTs, and PEVs.
Scenario 2: This scenario shows the 24-h cost function value
considering DFR and neglecting WTs and PEVs.
Scenario 3: This scenario shows the 24-h cost function value
considering DFR and correlated WTs neglecting PEVs.
Scenario 4: This scenario shows the 24-h cost function value
considering DFR, correlated WTs and PEVs.
Table V shows the expected value of the cost function for the
first and second scenario. According to the results of Table V,
optimal DFR strategy has reduced the cost of the system at all
hours of the day. Note that this improvement in the cost func-
tion value is achieved by changing the topology of the network
without any additional investment in the system.
Initially, the expected total daily cost of the system has
been 3 638 334.71 ($) that is reduced to 2 612 005.13 ($) after
IEEE TRANSACTIONS ON SUSTAINABLE ENERGY, VOL. 6, NO. 3, JULY 2015
TABLE V
E XPECTED C OST F UNCTION VALUE IN S CENARIOS 1 AND 2
(S TOCHASTIC F RAMEWORK )
reconfiguration. The states of open switches are also shown In
Table V.
Similarly, Table VI shows the comparative results for other
scenarios. According to the results of the third scenario, using
WT along with the optimal DFR strategy has reduced the
cost of the system in most of the days. This improvement has
been achieved by the appearance of WT in the system. In the
forth scenario, the PEV fleets are considered in the network.
Generally, it is expected that considering PEVs as new moving
loads to the system should increase the total cost of the system.
This event has happened in some hours of the day. Nevertheless,
the total cost of the system is reduced in comparison with other
scenarios.
The costs of battery degradation for different PEV fleets
are shown in Table VII. According to this table, PEV fleet 3
with the lowest number of PEVs has the least battery degra-
dation cost. The total battery degradation cost of the PEVs
is 15 074.0122 ($) without which the total cost of system in
scenario four will be reduced. This amount of money should
be paid as the unwanted cost of V2G technology through the
battery aging process. Nevertheless, by comparing the results
of four scenarios in Tables V and VI, the usefulness of the
V2G technology in reducing the system costs is deduced
easily.
Table VIII shows the charge/discharge mode of PEV fleets.
In Table VIII, the zero values show the hours in which the PEVs
are in idle status, i.e., either are on the road or prefer to not
charge/discharge. As it can be seen, the majorities of PEVs are
charged at the beginning of the day and discharged at the mid-
load hours or at the end of the day (i.e., at peak hours). This
KAVOUSI-FARD et al.: STOCHASTIC RECONFIGURATION AND OPTIMAL COORDINATION OF V2G PEVs
TABLE VI
E XPECTED C OST F UNCTION VALUE IN S CENARIOS 3 AND 4
(S TOCHASTIC F RAMEWORK )
TABLE VII
BATTERY AGING C OST FOR D IFFERENT F LEETS
strategy is a reasonable scheduling based on the load demand
curve in Fig. 6.
C. Sensitivity Analysis
In this section, sensitivity analysis is performed to investigate
the impacts on the optimal value of the cost function of factors
such as WT correlation coefficient and the standard deviation
value of the uncertain parameters. Both simulations are done
for the cost function in scenario 4 (i.e., cost function consider-
ing DFR, correlated WTs and PEVs). In order to reach the first
goal, the values of the cost function are evaluated for various
WT correlation coefficients between 0.1 and 1 with the small
steps of 0.02. The results are plotted in Fig. 7. As shown in
this figure, the value of cost function is raised by increasing
the correlation coefficient from 0.1 to about 0.7 and is reduced
for the higher values. This manner of the cost function reveals
the high influence of the WTs output power correlation for the
coefficients in the range of [0.1,0.7]. On the other hand, high
correlation coefficients have diverse effect on the value of cost
function by affecting the WTs power.
The second sensitivity analysis assesses the standard devia-
tion value of the uncertain parameters. As mentioned before,
this work considers normal distribution function with mean
829
TABLE VIII
O PTIMAL P OWER D ISPATCH OF PEV S C ONSIDERING DFR ( K W)
Fig. 7. Effect of wind site correlation on the cost function value in scenario
four.
value of the base case to model the uncertainties of the ran-
dom variables. In order to see the effect of changing the
standard deviation values of the random variables on the cost
function, the standard deviation values of all random variables
are changed together and the stochastic framework is run for
each case, individually. In this way, the values of the stan-
dard deviation parameters are changed from 0.5 to 4 times of
their initial value in the discrete steps of 0.1. The simulation
results are shown in Fig. 8. For better understanding, the idea of
cumulative density function is employed here. According to this
figure, increasing the standard deviation value of the random
variables has increased the standard deviation of the cost objec-
tive function (which already could be guessed). Nevertheless,
the expected value of the cost function is changed 23.7640 ($)
that is not much.
830
Fig. 8. Sensitivity analysis of the standard deviation value of the random
variables on the cost function value.
V. C ONCLUSION
This paper investigated the optimal DFR strategy in the smart
grids incorporating V2G PEVs along with the correlated WTs.
In this way, a stochastic framework based on UT technique
was constructed to model the uncertainties of the problem.
The proposed problem was examined on the 69-bus IEEE test
system with five PEV fleets and four WTs. The simulation
results showed that the idea of V2G for the PEVs can reduce
the cost of the system by storing energy in a bus and transfer-
ring it to the other buses. Also, the simulation results showed
that using the optimal DFR strategy can increase the penetra-
tion of PEVs in the smart grids. According to the sensitivity
analyses, it was seen that WT correlation can have decreas-
ing/increasing effect on the cost function depending on the
correlation coefficient.
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Abdollah Kavousi-Fard (S’15) received the B.Sc.
degree from Shiraz University of Technology, Shiraz,
Iran, in 2009, and the M.Sc. degree from Shiraz
University, Shiraz, Iran, in 2011, both in power elec-
trical engineering.
His research interests include distribution systems
analysis, electric vehicles (PEVs/PHEVs), renewable
energy sources (Wind/FC/PV), stochastic analysis,
reliability of power systems, energy market, and fore-
casting techniques.
Taher Niknam (M’14) received the B.Sc. degree
from Shiraz University, Shiraz, Iran, in 1998, and the
M.Sc. and Ph.D. degrees from Sharif University of
Technology, Tehran, Iran, in 2000 and 2005, respec-
tively, all in power electrical engineering.
He is a Faculty Member of the Department
of Electrical Engineering, Shiraz University of
Technology. His research interests include power sys-
tem restructuring, impacts of distributed generations
on power systems, optimization methods, and evolu-
tionary algorithms.
Mahmud Fotuhi-Firuzabad (S’94–M’97–SM’98–
F’14) received the B.Sc. degree from Sharif
University of Technology, Tehran, Iran, in 1986, the
M.Sc. degree from Tehran University, Tehran, Iran,
in 1989, and the M.Sc. and Ph.D. degrees from the
University of Saskatchewan, Saskatoon, SK, Canada,
in 1993 and 1997, respectively, all in electrical engi-
neering.
Currently, he is a Professor and Chancellor of
the Department of Electrical Engineering, Sharif
University of Technology. He is also an Honorary
Professor with the Universiti Teknologi Mara (UiTM), Shah Alam, Malaysia.
Dr. Fotuhi-Firuzabad is a member of the Center of Excellence in Power
System Control Management and Control. He serves as an Editor of the IEEE
T RANSACTIONS ON S MART G RID.