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How to Integrate Electric Vehicles in the Future Energy System?

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Evolutionary Paths Towards the Mobility Patterns of the Future

Part of the book series: Lecture Notes in Mobility ((LNMOB))

Abstract

Main challenges within the energy system of tomorrow are more volatile, less controllable and at the same time more decentralized electricity generation. Furthermore, the increasing research and development activities on electric vehicles (EV) make a significant share of electric vehicles within the passenger car fleet in 2030 more and more likely. This will lead to a further increase of power demand during peak hours. Answers to these challenges are seen, besides measures on the electricity supply side (e.g. investing in more flexible power plants or storage plants), in (1) grid extensions, which are expensive and time consuming due to local acceptance, and in (2) influencing electricity demand by different demand side management (DSM) approaches. Automatic delayed charging of electric vehicles as one demand side management approach can help to avoid peaks in household load curves and, even more, increase the low electricity demand during the night. This facilitates integrating more volatile regenerative power sources, too. Bidirectional charging (V2G) and storing of electricity extends the possibilities to integrate electric vehicles into the grid. But, comparing electricity storage costs and availability of electric vehicles with costs and technical conditions of other technologies leads to the conclusion, that vehicle to grid (V2G) is currently not competitive—but might be competitive in the future, e.g. within the electricity reserve market. In summary, the chapter gives an overview of the future electricity market with the focus on electric vehicles and argues for automatic delayed charging of electric vehicles due to economic and technical reasons.

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Notes

  1. 1.

    Currently, most domestic combined heat power plants are heat driven—their operation time depends on the heat demand of the household and not on the electricity demand.

  2. 2.

    The corresponding formula is \( P_{v} = 3 \cdot R \cdot \frac{{P^{2} }}{{U^{2} }}. \)

  3. 3.

    This is confirmed for many other countries by other studies e.g. Göransson et al. (2009), Davies and Kurani (2010), Waraich et al. (2009), Weiller (2011), Hartmann and Özdemir (2010), van Vliet et al. (2011), or Leitinger and Litzlbauer (2011).

  4. 4.

    Especially for the second strategy an instant charging to a certain state of charge (SoC) might be meaningful (e.g. to guarantee a trip to the next hospital).

  5. 5.

    We assumed average electricity consumption depending on the car segment (small, medium, large).

  6. 6.

    In Germany the average mileage of a car is 12,000 km and the average consumption of battery EV is 0.25 kWh/km, which results in a required energy of 3 MWh/a.

  7. 7.

    In general the depreciation time for vehicle investment in Germany is 6 years (BMF 2010).

  8. 8.

    Other relevant use cases could be focused on the own household or a micro-grid, where no market is influenced and the benefit is localized in the own household or community.

  9. 9.

    In Germany, however, it is currently not possible to integrate the vehicles due to the organizational and technical requirements. e.g. the smallest bid is 5 MW (Regelleistung 2011).

  10. 10.

    The average weekly energy provided is about 80 GWh (Regelleistung 2011) with a potential capacity offer of 3.2 GW (Regelleistung 2011).

  11. 11.

    Today prices for Li-ion batteries are more likely at 600 €/kWh (Jochem et al. 2011), although severe data is not given.

  12. 12.

    The C-rate is neglected here, as charging rates at 3.5 kW are much lower compared to usual driving cycles and thus causes hardly any additional costs. Other additional costs are not measurable or not known yet.

  13. 13.

    The procurement period is reduced from one month to one week per bid, since June 2011. Price fluctuation is still very high and prices between 800 and 1,500 are common; but deviations thereof in both directions numerous. This volatility holds equally for the energy price.

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Authors and Affiliations

  1. Karlsruhe Institute for Technology (KIT), Institute for Industrial Production (IIP), Hertzstr. 16, Building 06.33, 76187, Karlsruhe, Germany

    Patrick Jochem, Thomas Kaschub & Wolf Fichtner

Authors
  1. Patrick Jochem
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  2. Thomas Kaschub
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  3. Wolf Fichtner
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Correspondence to Patrick Jochem .

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Editors and Affiliations

  1. Systems Management - International Logis, Jacobs University Bremen, Bremen, Germany

    Michael Hülsmann

  2. Business Studies and Economics, University of Bremen, Bremen, Germany

    Dirk Fornahl

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Jochem, P., Kaschub, T., Fichtner, W. (2014). How to Integrate Electric Vehicles in the Future Energy System?. In: Hülsmann, M., Fornahl, D. (eds) Evolutionary Paths Towards the Mobility Patterns of the Future. Lecture Notes in Mobility. Springer, Berlin, Heidelberg. https://doi.org/10.1007/978-3-642-37558-3_15

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  • DOI: https://doi.org/10.1007/978-3-642-37558-3_15

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