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| 1 |
ID:
179695
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| Summary/Abstract |
Vehicle-to-grid (V2G) technology could turn electric vehicles (EVs) into a potentially valuable solution to the problem of increased load demand caused by large-scale EV integration. Successful market penetration of V2G relies not only on developing the technology itself, but also on EV drivers' willingness to participate in this technology. This paper aims to explore Dutch EV drivers' preferences for participating in V2G contracts. In particular, we conduct a context-dependent stated choice experiment to examine the impact of EV recharging technology on the V2G contract preferences. Two contexts have been designed: the current EV recharging time and fast recharging. Our results show that in the context of current recharging time, Dutch EV drivers in general prefer not to participate in V2G contracts, while the opposite is true in the context of fast recharging. With regard to specific V2G contract attributes, Dutch EV drivers are most concerned about ‘discharging cycles’. Also important to them is ‘the guaranteed minimum battery level’, but its importance drops significantly in the fast charging context. In addition, ‘monthly remuneration’ and ‘plug-in time’ also influence people's preferences for adopting V2G. From these findings, we draw the implications for the aggregator and policy makers.
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| 2 |
ID:
097601
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| Publication |
2010.
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| Summary/Abstract |
After nearly a century with the internal combustion engine dominating the personal transportation sector, it now appears that the electric vehicle is on the verge of experiencing rapid growth in both developed and developing vehicle markets. The broad-scale adoption of the electric vehicle could bring significant changes for society in terms of not only the technologies we use for personal transportation, but also moving our economies away from petroleum and lessoning the environmental footprint of transportation. This article investigates the role of standards, related training and certification for the electric vehicle. It is argued that the potential for the electric vehicle will be stunted without adequate attention being paid to standards, not only in terms of the speed of its uptake and smoothness of this transition, but also in terms of maintaining compatibility between jurisdictions, safety of the public, and helping to ensure environmental sustainability. We highlight a number of areas where new or adaptations of current standards, training and certification may be needed, notably in terms of batteries and charging infrastructures, electricity distribution and accounting for the environmental characteristics of this electricity, and different aspects of vehicle-to-grid and smart grid technologies.
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| 3 |
ID:
191368
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| Summary/Abstract |
Electric vehicles (EVs) can play an ancillary role in energy and electricity system management. Vehicle-to-Grid (V2G) technology allows EV batteries to be discharged back into the grid. This technology enables charging when electricity prices are low and there is abundance of electricity in the grid and discharging when electricity costs are high and there is high load in the grid. The current study estimates the combination of financial compensation (FC) incentives (reduction in monthly electricity bill) and minimum guaranteed charge (MC) that would be needed to increase the acceptance of V2G technology among Norwegians. Estimating a multi-equation econometric model, we investigate how socioeconomic, geographical, and psychological exogenous variables predict the level of FC and required MC, as well as the relationship between FC and MC. We found that there is a mutual and negative relationship between FC and MC. Based on the MC-FC economic relationship, the V2G system is more likely to be accepted by older people, people who perceive the V2G system as more useful, people who have EV experience, and individuals with a higher level of trust in the V2G system. The group with strong trust in V2G demands less FC for a given value of MC. When MC is reduced, younger age groups (18–22) are more likely to demand higher FC. Our estimations also show that people demand an average reduction in electricity bills of 144 USD (72% of the average monthly electricity bill) as compensation for V2G investment while they would also use V2G if their electric car’s battery had a minimum level of 71% power. Monetary incentives based on socioeconomic status, options in the interface allowing the user to easily override the standards, and trusted methods of calculating the revenue may be considered in order to reduce financial expectations and concerns regarding minimum battery charges.
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| 4 |
ID:
192763
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| Summary/Abstract |
Electric vehicles (EVs) can play an ancillary role in energy and electricity system management. Vehicle-to-Grid (V2G) technology allows EV batteries to be discharged back into the grid. This technology enables charging when electricity prices are low and there is abundance of electricity in the grid and discharging when electricity costs are high and there is high load in the grid. The current study estimates the combination of financial compensation (FC) incentives (reduction in monthly electricity bill) and minimum guaranteed charge (MC) that would be needed to increase the acceptance of V2G technology among Norwegians. Estimating a multi-equation econometric model, we investigate how socioeconomic, geographical, and psychological exogenous variables predict the level of FC and required MC, as well as the relationship between FC and MC. We found that there is a mutual and negative relationship between FC and MC. Based on the MC-FC economic relationship, the V2G system is more likely to be accepted by older people, people who perceive the V2G system as more useful, people who have EV experience, and individuals with a higher level of trust in the V2G system. The group with strong trust in V2G demands less FC for a given value of MC. When MC is reduced, younger age groups (18–22) are more likely to demand higher FC. Our estimations also show that people demand an average reduction in electricity bills of 144 USD (72% of the average monthly electricity bill) as compensation for V2G investment while they would also use V2G if their electric car’s battery had a minimum level of 71% power. Monetary incentives based on socioeconomic status, options in the interface allowing the user to easily override the standards, and trusted methods of calculating the revenue may be considered in order to reduce financial expectations and concerns regarding minimum battery charges.
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| 5 |
ID:
150355
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| Summary/Abstract |
One of the key issues in modern energy technology is managing the imbalance between the generated power and the load, particularly during times of peak demand. The increasing use of renewable energy sources makes this problem even more acute. Various existing technologies, including stationary battery energy storage systems (BESS), can be employed to provide additional power during peak demand times. In the future, integration of on-board batteries of the growing fleet of electric vehicles (EV) and plug-in hybrid electric vehicles (PHEV) into the grid can provide power during peak demand hours (vehicle-to-grid, or V2G technology).
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| 6 |
ID:
124438
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| Summary/Abstract |
Most papers that study the recharging of electric vehicles focus on charging the batteries at home and at the work-place. The alternative is for owners to exchange the battery at a specially equipped battery switch station (BSS). This paper studies strategies for the BSS to buy and sell the electricity through the day-ahead market. We determine what the optimal strategies would have been for a large fleet of EVs in 2010 and 2011, for the V2G and the G2V cases. These give the amount that the BSS should offer to buy or sell each hour of the day. Given the size of the fleet, the quantities of electricity bought and sold will displace the market equilibrium. Using the aggregate offers to buy and the bids to sell on the day-ahead market, we compute what the new prices and volumes transacted would be. While buying electricity for the G2V case incurs a cost, it would have been possible to generate revenue in the V2G case, if the arrivals of the EVs had been evenly spaced during the day. Finally, we compare the total cost of implementing the strategies with the cost of buying the same quantity of electricity from EDF.
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