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The rapid increase in electric vehicles (EVs) and installed photovoltaic systems (PV) has resulted in new challenges for electric systems, e.g., voltage variations in low-voltage grids. Grid owners cannot directly control the power consumption of the end consumers. However, by the design of transparent tariffs, economic incentives are introduced for the end consumers to adjust their EV charging patterns. In this work, the main objective is to design a time-of-use pricing tariff to reduce the voltage variations in a low-voltage grid when introducing PVs and EVs with smart charging. Data from an existing low-voltage grid and hourly data from household power consumption, together with models of PV and EV charging, are used to simulate the voltage fluctuations based on the modified electric consumption. The results show that a time-of-use pricing tariff taking into consideration maximum peak power is important to reduce grid voltage variations. Another observation is that the use of economic incentives, such as subsidies when selling power from the household, combined with V2G technology can be economical for households but increases the voltage variations in the grid.

A combustion engine-driven vehicle can be made more fuel efficient over some drive cycles by, for example, introducing electric machines and solutions for electrical energy storage within the vehicle’s driveline architecture. The possible benefits of different hybridization concepts depend on the architecture, i.e., the type of energy storage, and the placement and sizing of the different driveline components. This paper examines a diesel electric plug-in hybrid truck, where the powertrain includes a diesel engine supported with two electric motors, one supporting the crank shaft and one the turbocharger. Numerical optimal control was used to find energy-optimal control strategies during two different accelerations; the trade-off between using electrical energy and diesel fuel was evaluated using a simulation platform. Fixed-gear acceleration was performed to evaluate the contribution from the two electric motors in co-operation, and individual operation. A second acceleration test case from 8 to 80 km/h was performed to evaluate the resulting optimal control behavior when taking gear changes into account. A cost factor was used to relate the cost of diesel fuel to electrical energy. The selection of the cost factor relates to the allowed usage of electrical energy: a high cost factor results in a high amplification from electrical energy input to total system energy savings, whereas a low cost factor results in an increased usage of electrical energy for propulsion. The difference between fixed-gear and full acceleration is mainly the utilization of the electric crank shaft motor. For the mid-range of the cost factors examined, the crank shaft electric motor is used at the end of the fixed-gear acceleration, but the control sequence is not repeated for each gear during the full acceleration. The electric motor supporting the turbocharger is used for higher cost factors than the crank shaft motor, and the amplification from electrical energy input to total energy savings is also the highest.