Estimating the grid payments necessary to compensate additional costs to prospective electric vehicle owners who provide vehicle-to-grid ancillary services. (1st January 2016)

• Record Type: Journal Article
• Authors: Bishop, Justin D.K.; Axon, Colin J.; Bonilla, David; Banister, David
• Is Part Of: Energy. Volume 94(2016)
• Page Start: 715
• Page End: 727
• Publication Date: 2016-01-01
• Subjects: Electric vehicles -- Lithium batteries -- Vehicle-to-grid -- Ancillary services -- Battery degradation; Power resources -- Periodicals; Power (Mechanics) -- Periodicals; Energy consumption -- Periodicals; 333.7905
• DOI: 10.1016/j.energy.2015.11.029
• Languages: English
• ISSNs: 0360-5442

Abstract

Abstract: The provision of ancillary services in the smart grid by electric vehicles is attractive to grid operators. Vehicles must be aggregated to meet the minimum power requirements of providing ancillary services to the grid. Likely aggregator revenues are insufficient to cover the additional battery degradation costs which would be borne by an existing electric vehicle owner. Moreover, aggregator revenues are insufficient to make electric vehicles competitive with conventional vehicles and encourage uptake by prospective consumers. Net annual costs and hourly compensation payments to electric vehicle owners were most sensitive to battery cost. The fleet provided firm fast reserve from 1900 h for 0.42 h, up to 2.7 h in the best cases. At best, likely aggregator revenue was 20 times less than the compensation required, up to 27, 500 times at worst. The electric vehicle fleet may not be large enough to meet the firm fast reserve power and duration requirements until 2020. However, it may not be until 2030 that enough vehicles have been sold to provide this service cost-effectively. Even then, many more electric vehicles will be needed to meet the power level and duration requirements, both more often and for longer to enable participation in an all-day, everyday ancillary services market. Highlights: Cost-effectiveness based on battery degradation model and travel pattern statistics. Vehicle-to-grid not cost-effective for existing or prospective electric vehicle owners. Lowest hourly payments for largest vehicle fleets and longest connection times. Decades until enough vehicles in service to meet current vehicle-to-grid requirements. Trade-off between fleet size and number of hours available to provide vehicle-to-grid.