R. Teodorescu, D. Stroe, Xin Sui, Xinrong Huang, A. Acharya
Lithium-ion batteries are used in a wide range of applications such as electric vehicles and energy storage systems. However, the aging of the battery cell is inevitable. Especially for battery packs with hundreds of battery cells connected in series/parallel, the aging process will be aggravated due to the difference between battery cells, leading to a limited lifetime and reliability issues. This paper introduces the concept of Smart Battery that combines advanced power electronics and artificial intelligence (AI) intending to develop a new generation of battery solutions for transportation and grid storage. The key feature for controlling the lifetime is the bypass device, a halfbridge that can control individual cell-level load management without affecting the load. An advanced AI-based lifetime controller is trained to recognize the signs of stressed battery cells and decide to insert rest time, resulting in a pulsed current operation. Finally, the following features are expected to be achieved: increased safety and reliability by fault-tolerant operation, user-controlled lifetime, and software reconfiguration for 2nd life applications. The early experimental results are promising, showing cycle lifetime extension over 50%.
{"title":"Smart battery concept: A battery that can breathe","authors":"R. Teodorescu, D. Stroe, Xin Sui, Xinrong Huang, A. Acharya","doi":"10.1049/icp.2021.2527","DOIUrl":"https://doi.org/10.1049/icp.2021.2527","url":null,"abstract":"Lithium-ion batteries are used in a wide range of applications such as electric vehicles and energy storage systems. However, the aging of the battery cell is inevitable. Especially for battery packs with hundreds of battery cells connected in series/parallel, the aging process will be aggravated due to the difference between battery cells, leading to a limited lifetime and reliability issues. This paper introduces the concept of Smart Battery that combines advanced power electronics and artificial intelligence (AI) intending to develop a new generation of battery solutions for transportation and grid storage. The key feature for controlling the lifetime is the bypass device, a halfbridge that can control individual cell-level load management without affecting the load. An advanced AI-based lifetime controller is trained to recognize the signs of stressed battery cells and decide to insert rest time, resulting in a pulsed current operation. Finally, the following features are expected to be achieved: increased safety and reliability by fault-tolerant operation, user-controlled lifetime, and software reconfiguration for 2nd life applications. The early experimental results are promising, showing cycle lifetime extension over 50%.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115418383","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
With the increasing adoption of electric vehicles (EV), the electricity grid is majorly impacted due to its uncertain charging requirements, especially when there is a high penetration of distributed renewable energy sources such as photovoltaic systems (PV). Along with solutions including intelligent control of electric load with a battery energy storage system (BESS), an optimal design of the EV charging infrastructure is vital. Simulative analysis could help to evaluate the costs, self-sufficiency, self-consumption and grid impact indicators. However, grid impact indicators have not been evaluated for EV charging stations so far. This paper deals with a DC-coupled EV charging infrastructure that is connected to a PV array, BESS and the electricity grid. The system is evaluated for a workplace environment. The charging infrastructure includes a variable number of AC and DC charging points. A load shifting algorithm is introduced in case the PV, BESS and grid inverter cannot cover the load. Furthermore, a charging algorithm which maximizes self-consumption is introduced. Economic optima with and without the charging strategy are used as reference systems for evaluating the grid inverter's and battery's sizes as well as number of charging points influencing electricity costs and grid impact indicators. The results show that according to seasons in Germany, the southerly oriented PV of 15° tilt cannot cover the load between November and February and depends on the grid irrespective of the number of charging points and battery size. With the help of a selfconsumption maximizing charging strategy, the grid impact can be significantly reduced. The charging strategy has a far more positive influence than the variation of component sizes. A BESS can slightly increase the charging strategy's positive influence but has not shown economical advantage in the considered scenarios.
{"title":"Influence of a workplace electric vehicle charging station's design and control on grid impact","authors":"A. Starosta, N. Munzke, M. Hiller","doi":"10.1049/icp.2021.2528","DOIUrl":"https://doi.org/10.1049/icp.2021.2528","url":null,"abstract":"With the increasing adoption of electric vehicles (EV), the electricity grid is majorly impacted due to its uncertain charging requirements, especially when there is a high penetration of distributed renewable energy sources such as photovoltaic systems (PV). Along with solutions including intelligent control of electric load with a battery energy storage system (BESS), an optimal design of the EV charging infrastructure is vital. Simulative analysis could help to evaluate the costs, self-sufficiency, self-consumption and grid impact indicators. However, grid impact indicators have not been evaluated for EV charging stations so far. This paper deals with a DC-coupled EV charging infrastructure that is connected to a PV array, BESS and the electricity grid. The system is evaluated for a workplace environment. The charging infrastructure includes a variable number of AC and DC charging points. A load shifting algorithm is introduced in case the PV, BESS and grid inverter cannot cover the load. Furthermore, a charging algorithm which maximizes self-consumption is introduced. Economic optima with and without the charging strategy are used as reference systems for evaluating the grid inverter's and battery's sizes as well as number of charging points influencing electricity costs and grid impact indicators. The results show that according to seasons in Germany, the southerly oriented PV of 15° tilt cannot cover the load between November and February and depends on the grid irrespective of the number of charging points and battery size. With the help of a selfconsumption maximizing charging strategy, the grid impact can be significantly reduced. The charging strategy has a far more positive influence than the variation of component sizes. A BESS can slightly increase the charging strategy's positive influence but has not shown economical advantage in the considered scenarios.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"180 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116135997","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Charging Electric Vehicle Fleets requires expensive charging infrastructure and electricity grid upgrades; however, the costs can be mitigated by smart charging – planning the charging power over time. EV fleets present unique smart charging challenges and opportunities compared to private cars. Smart Charging varies in complexity from instructions on where to park returning vehicles, to integrated software systems monitoring the vehicles and utility prices and directing the parking and charging process real time. This paper presents a range of inputs and outputs which can be used for smart charging, presents a categorization of the levels of smart charging systems, and evaluates the potential cost savings for each level in an example case using ChargeSim fleet charging analysis and simulation software. In the example case, unmanaged charging could cost 70% more than theoretical minimum achievable with an energy storage system, however even a simple smart charging system could reduce the excess cost to only 13%.
{"title":"Comparison of electric vehicle fleet smart charging methods","authors":"A. Rutgers","doi":"10.1049/icp.2021.2507","DOIUrl":"https://doi.org/10.1049/icp.2021.2507","url":null,"abstract":"Charging Electric Vehicle Fleets requires expensive charging infrastructure and electricity grid upgrades; however, the costs can be mitigated by smart charging – planning the charging power over time. EV fleets present unique smart charging challenges and opportunities compared to private cars. Smart Charging varies in complexity from instructions on where to park returning vehicles, to integrated software systems monitoring the vehicles and utility prices and directing the parking and charging process real time. This paper presents a range of inputs and outputs which can be used for smart charging, presents a categorization of the levels of smart charging systems, and evaluates the potential cost savings for each level in an example case using ChargeSim fleet charging analysis and simulation software. In the example case, unmanaged charging could cost 70% more than theoretical minimum achievable with an energy storage system, however even a simple smart charging system could reduce the excess cost to only 13%.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"73 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121740163","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
D. Kucevic, S. Göschl, T. Röpcke, H. Hesse, A. Jossen
A high electric vehicle penetration in urban distribution grids leads to challenges, such as line over loading for the grid operator. In such a case smart charging strategies or the installation of grid integrated storage systems represent an alternative to conventional grid reinforcement. This paper examines the influence of various charging strategies at electric vehicle charging parks to the peak grid load. Furthermore, the battery energy storage systems with various capacities located at these charging parks are simulated with a control strategy aiming to reduce the impact to the grid. Results show that with controlled charging strategies the capacity of the storage systems at the charging parks can be reduced from 2MWh to 600kWh while achieving the same reduction of peak load at the point of common coupling
{"title":"Reducing grid peak load through smart charging strategies and battery energy storage systems","authors":"D. Kucevic, S. Göschl, T. Röpcke, H. Hesse, A. Jossen","doi":"10.1049/icp.2021.2526","DOIUrl":"https://doi.org/10.1049/icp.2021.2526","url":null,"abstract":"A high electric vehicle penetration in urban distribution grids leads to challenges, such as line over loading for the grid operator. In such a case smart charging strategies or the installation of grid integrated storage systems represent an alternative to conventional grid reinforcement. This paper examines the influence of various charging strategies at electric vehicle charging parks to the peak grid load. Furthermore, the battery energy storage systems with various capacities located at these charging parks are simulated with a control strategy aiming to reduce the impact to the grid. Results show that with controlled charging strategies the capacity of the storage systems at the charging parks can be reduced from 2MWh to 600kWh while achieving the same reduction of peak load at the point of common coupling","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134113472","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This presentation reviews the current market for electric vehicles (EV) including: the electric transportation global market, 2021 EV market highlights in the U.S, lessons learned from the past two decades of EVs in the U.S and challenges and looking ahead.
{"title":"A look at successes and challenges in the U.S. EV and EV charging market including smart charging and grid integration","authors":"D. Bowermaster","doi":"10.1049/icp.2021.2503","DOIUrl":"https://doi.org/10.1049/icp.2021.2503","url":null,"abstract":"This presentation reviews the current market for electric vehicles (EV) including: the electric transportation global market, 2021 EV market highlights in the U.S, lessons learned from the past two decades of EVs in the U.S and challenges and looking ahead.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"174 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124276509","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Based on a sustainable development scenario with a 30% Electric Vehicle (EV) market share by 2030 the International Energy Agency projects a rise of grid challenges. In parallel, Electric Vehicle Supply Equipment (EVSE) is evolving to answer these growing needs. Efforts toward its standardization and association with smart charging strategies are being made to support grid integration while minimizing costs. Still, specific testing of EVSE technologies has yet to be established. Here, we model the digital twin of an EV and build a comprehensive Power Hardware-In-the-Loop (PHIL) test bench. Used for EVSE conformity validation, this testing setup contributes as well to grid stability evaluation. First, we developed an EV model enabling uni- and bi-directional scenarios. Then, we built a comprehensive PHIL setup integrating our EV model, a 22kW charging unit with a Type-2 connector, and a load emulator. Using this setup, automated procedures are established to test the charging station functionalities. Communication protocol and main mechanisms, such as defined in IEC 61851-1, are evaluated based on proposed key performance indicators. Furthermore, grid integration simulation is carried out to benchmark EV charging control strategies using a low voltage grid with representative loads as well as sources such as household loads, Photovoltaics (PV), and EVs. Regulating local bus voltages, control schemes with different access levels to grid status are designed and evaluated. We found that increased information access leads to reduced voltage deviations at the buses as well as improved power loss mitigation.
{"title":"Electric vehicle modelling for function testing of charging infrastructures using power hardware-in-the-loop simulations","authors":"A. Morab, S. Marchand, B. Wille-Haussmann","doi":"10.1049/icp.2021.2510","DOIUrl":"https://doi.org/10.1049/icp.2021.2510","url":null,"abstract":"Based on a sustainable development scenario with a 30% Electric Vehicle (EV) market share by 2030 the International Energy Agency projects a rise of grid challenges. In parallel, Electric Vehicle Supply Equipment (EVSE) is evolving to answer these growing needs. Efforts toward its standardization and association with smart charging strategies are being made to support grid integration while minimizing costs. Still, specific testing of EVSE technologies has yet to be established. Here, we model the digital twin of an EV and build a comprehensive Power Hardware-In-the-Loop (PHIL) test bench. Used for EVSE conformity validation, this testing setup contributes as well to grid stability evaluation. First, we developed an EV model enabling uni- and bi-directional scenarios. Then, we built a comprehensive PHIL setup integrating our EV model, a 22kW charging unit with a Type-2 connector, and a load emulator. Using this setup, automated procedures are established to test the charging station functionalities. Communication protocol and main mechanisms, such as defined in IEC 61851-1, are evaluated based on proposed key performance indicators. Furthermore, grid integration simulation is carried out to benchmark EV charging control strategies using a low voltage grid with representative loads as well as sources such as household loads, Photovoltaics (PV), and EVs. Regulating local bus voltages, control schemes with different access levels to grid status are designed and evaluated. We found that increased information access leads to reduced voltage deviations at the buses as well as improved power loss mitigation.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123680068","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The rising of electric vehicle (EV) adoption as a tool in the energy transition requires the development of a widespread charging infrastructure. Considering that the EV adoption depends also on the reduction of the ‘consumer anxiety’ regarding charging access (availability within battery range) and charging time, the infrastructure must be deployed at a faster pace along with the increasing EV on the roads, in order to provide a successful transition. On the other hand, the application of classic solutions for energy supply for this purpose are time consuming, delaying the transition. Moreover, they can be costly when grid reinforcements are needed, mainly outside the urban centres, preventing a global coverage for EV at a price that society is willing to accept.
{"title":"HPEVCS - high power electric vehicle charging stations","authors":"J. Martins","doi":"10.1049/icp.2021.2519","DOIUrl":"https://doi.org/10.1049/icp.2021.2519","url":null,"abstract":"The rising of electric vehicle (EV) adoption as a tool in the energy transition requires the development of a widespread charging infrastructure. Considering that the EV adoption depends also on the reduction of the ‘consumer anxiety’ regarding charging access (availability within battery range) and charging time, the infrastructure must be deployed at a faster pace along with the increasing EV on the roads, in order to provide a successful transition. On the other hand, the application of classic solutions for energy supply for this purpose are time consuming, delaying the transition. Moreover, they can be costly when grid reinforcements are needed, mainly outside the urban centres, preventing a global coverage for EV at a price that society is willing to accept.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132672057","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Market and field perspectives on integration of electric vehicles into balancing energy services","authors":"F. Vorwerk","doi":"10.1049/icp.2021.2513","DOIUrl":"https://doi.org/10.1049/icp.2021.2513","url":null,"abstract":"","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"os-22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127765705","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Schachler, A. Heider, T. Röpke, F. Reinke, C. Bakker
Market-oriented charging, based on real-time electricity prices, was in a previous study shown to benefit the integration of variable renewable energy sources (VRES) by significantly reducing market-driven curtailment. In this study, we assess the impact of market-oriented charging of electric vehicles (EVs) on medium-voltage (MV) and low-voltage (LV) grids in Germany and compare it to an uncoordinated charging. The analyses are conducted on synthetic grid topologies for a 2030 scenario with 10 million passenger cars. We show that market-oriented charging has different effects on the assessed grid types. In photovoltaics (PV)- and winddominated grids, as well as load-dominated suburban and rural grids, a minor increase in load-driven grid issues is observed, predominantly due to wind-feed-in driven charging peaks in the winter. Feed-in curtailment, however, is slightly reduced, which can mainly be attributed to a reduction of PV curtailment. In urban grids, on the other hand, market-oriented charging results in a significant increase in the number and degree of load-driven grid issues. As urban grids only make up around 7% of German MV grids, the impact for entire Germany is found to be moderate. Assuming load-driven grid issues could be solved by a curtailment of charging demand, it is found that marketoriented charging results in an increased curtailment of only 0.7% of the total charging demand. A sufficiently high benefit in overlaying grid levels could thus outweigh the drawback of increased stress on urban grids.
{"title":"Assessing the impacts of market-oriented electric vehicle charging on german distribution grids","authors":"B. Schachler, A. Heider, T. Röpke, F. Reinke, C. Bakker","doi":"10.1049/icp.2021.2515","DOIUrl":"https://doi.org/10.1049/icp.2021.2515","url":null,"abstract":"Market-oriented charging, based on real-time electricity prices, was in a previous study shown to benefit the integration of variable renewable energy sources (VRES) by significantly reducing market-driven curtailment. In this study, we assess the impact of market-oriented charging of electric vehicles (EVs) on medium-voltage (MV) and low-voltage (LV) grids in Germany and compare it to an uncoordinated charging. The analyses are conducted on synthetic grid topologies for a 2030 scenario with 10 million passenger cars. We show that market-oriented charging has different effects on the assessed grid types. In photovoltaics (PV)- and winddominated grids, as well as load-dominated suburban and rural grids, a minor increase in load-driven grid issues is observed, predominantly due to wind-feed-in driven charging peaks in the winter. Feed-in curtailment, however, is slightly reduced, which can mainly be attributed to a reduction of PV curtailment. In urban grids, on the other hand, market-oriented charging results in a significant increase in the number and degree of load-driven grid issues. As urban grids only make up around 7% of German MV grids, the impact for entire Germany is found to be moderate. Assuming load-driven grid issues could be solved by a curtailment of charging demand, it is found that marketoriented charging results in an increased curtailment of only 0.7% of the total charging demand. A sufficiently high benefit in overlaying grid levels could thus outweigh the drawback of increased stress on urban grids.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114835140","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Tepe, J. Figgener, S. Englberger, A. Jossen, D. Uwe Sauer, H. Hesse
Electric vehicles (EVs) can participate in various markets through a vehicle-to-grid (V2G) interface. Aggregators can combine the individual contributions of EVs to offer them, for example, on the frequency containment reserve (FCR) market or to use them for arbitrage trading. A simple approach is combining EVs in random fashion until the pool is able to reach the threshold for a service of choice. Alternatively, aggregators can compose their pools in smart fashion and include only EVs that contribute significantly to the pool's performance. In a previous publication, we have shown that optimizing the aggregated pools of commercial vehicles for the provision of FCR or arbitrage trading can increase revenues by up to 7-fold. In this work, we analyze the optimally composed pools and show that large vehicle batteries in the order of 80 kWh are particularly useful for arbitrage trading, while FCR provision is also possible with medium-sized EV batteries in the range of 30 kWh due to the small cycle depths. The inclusion of EVs with very small vehicle batteries around 20 kWh in aggregated pools is neither economically optimal for arbitrage trading nor for FCR provision. An analysis of the economic sectors of the commercial EVs selected for the optimal EV pools shows that some economic sectors are more suitable for V2G than others: In particular EVs of the sector “human health and social work activities” are unsuitable for V2G provision due to regular and long travel times during the day. In contrast, EVs from the "manufacturing" sector are particularly well represented in all applications and the "transportation and storage" sector in the arbitrage application. In addition to these analyses of the optimized pools, we reveal that a reduction in the required minimum power and increments would make the FCR market even more attractive to EV pools by increasing revenues by 50% to 66%. It would also better exploit the potential of EVs, as increments could be better utilized than they are in the current 1 MW minimum power requirement in central Europe.
{"title":"Analysis of optimally composed EV pools for the aggregated provision of frequency containment reserve and energy arbitrage trading","authors":"B. Tepe, J. Figgener, S. Englberger, A. Jossen, D. Uwe Sauer, H. Hesse","doi":"10.1049/icp.2021.2521","DOIUrl":"https://doi.org/10.1049/icp.2021.2521","url":null,"abstract":"Electric vehicles (EVs) can participate in various markets through a vehicle-to-grid (V2G) interface. Aggregators can combine the individual contributions of EVs to offer them, for example, on the frequency containment reserve (FCR) market or to use them for arbitrage trading. A simple approach is combining EVs in random fashion until the pool is able to reach the threshold for a service of choice. Alternatively, aggregators can compose their pools in smart fashion and include only EVs that contribute significantly to the pool's performance. In a previous publication, we have shown that optimizing the aggregated pools of commercial vehicles for the provision of FCR or arbitrage trading can increase revenues by up to 7-fold. In this work, we analyze the optimally composed pools and show that large vehicle batteries in the order of 80 kWh are particularly useful for arbitrage trading, while FCR provision is also possible with medium-sized EV batteries in the range of 30 kWh due to the small cycle depths. The inclusion of EVs with very small vehicle batteries around 20 kWh in aggregated pools is neither economically optimal for arbitrage trading nor for FCR provision. An analysis of the economic sectors of the commercial EVs selected for the optimal EV pools shows that some economic sectors are more suitable for V2G than others: In particular EVs of the sector “human health and social work activities” are unsuitable for V2G provision due to regular and long travel times during the day. In contrast, EVs from the \"manufacturing\" sector are particularly well represented in all applications and the \"transportation and storage\" sector in the arbitrage application. In addition to these analyses of the optimized pools, we reveal that a reduction in the required minimum power and increments would make the FCR market even more attractive to EV pools by increasing revenues by 50% to 66%. It would also better exploit the potential of EVs, as increments could be better utilized than they are in the current 1 MW minimum power requirement in central Europe.","PeriodicalId":358724,"journal":{"name":"5th E-Mobility Power System Integration Symposium (EMOB 2021)","volume":"73 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121945070","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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