“Vehicle-to-Grid” Energy Systems The potential to influence the energy mix

1. “Vehicle-to-Grid” Energy SystemsThe potential to influence the energy mix Filipe Moura – moura@iiasa.ac.at Department of Civil Engineering and Architecture Technical University of Lisbon, Portugal Supervision by Hal Turton - turton@iiasa.ac.at Environmentally Compatible Energy Strategies IIASA, Laxemburg, Austria

2. Outline • The concept • The ‘Vehicle-to-grid’ (V2G) concept • The logic behind the V2G power generation • Objectives of the present research • Preliminary Results • Costs and revenues of V2G power generation • The same for Gas Turbine power plants • Final remarks and what’s left to do…

3. The concept

4. TRANSPORT TRANSPORT TRANSPORT TRANSPORT Power Grid Petroleum Gasoline Fossil Biomass Electrolysis Etc. H2 Conventional view for using Electric-Drive Vehicles (EDVs) Battery Hybrid Fuel Cell Source: http://www.udel.edu/

5. TRANSPORT TRANSPORT TRANSPORT TRANSPORT Power Grid Petroleum Gasoline Fossil Biomass Electrolysis Etc. H2 Basic V2G concept Battery Hybrid Fuel Cell Source: http://www.udel.edu/

6. GRID OPERATOR Full V2G Concept Source: Kemtpon et al, 2001

7. The logic behind the V2G concept • Vehicles are parked 94-97% of their lifetime • Range of an EDV: 150 km + Daily travel: 32km • Power left to provide to the electricity grid • Total power capacity of the global automobile fleet is more than 4 times bigger than the installed power generation (power plants) • Significant quantity of power capacity (and stored energy) that could be used while vehicles are parked

8. Objectives of Research

9. Research questions at IIASA-ECS • Favourable conditions for V2G systems to be successful in the electric system • Potential of V2G systems to influence the energy mix in the long-term • Potential of V2G to promote the deployment of EDVs for the longer term

10. Power Markets for V2G • Ancillary services • Stability (regulation of the frequency and voltage) • Reliability (spinning reserves in case power failures) of the electric supply • Peak power • Times of predictable highest demand (e.g., hot summer afternoon)

11. Main assumptions for preliminary results… • We adopted the selection of EDVs by Kempton et al (2005): • battery EV (Toyota RAV4 EV SUV) • gasoline hybrid EV (DaimlerChrysler Sprinter - Plug-in Hybrid) • fuel cell EV (P2000 Prodigy) • Used the technical characteristics of EV described in their publications (cross-checked with other authors) • Estimations were performed for the California Power Market.

12. Preliminary results…

13. Net Revenues Contracted Capacity + Energy Dispatched Equipment Degradation + Primary Energy + Wiring-Up of Building and Cars 6000 Total Costs 5000 Gross Revenues 4000 Net Revenues 3000 2000 [$/vehicle/year] 1000 0 -1000 -2000 -3000 Batteries Hybrid Fuel cell Batteries Hybrid Fuel cell Batteries Hybrid Fuel cell Regulation Up&Down Spinning Reserves Peak Power Positive net revenues Source: based on Kempton and Tomic, 2005

14. Electricity Services Mobility Services BEV BEV BEV Gas Turb. Gas Turb. Gasoline car Annualiyed capital costs of vehicles Cost of producing one unit of energy Energy Consumption Cost of batterywear due to V2G power Annualiyed capital costs of equipment Non-fuel O&M costs of vehicles Costs of producing power from GT Ann. Cap. Cost of GT power plants Cost competitiveness between V2G power generation and Gas Turbine Power Plants (GTPP) 2000 1500 1000 500 0 0 500 1000 1500 2000 [$ / year] [$ / year] PRELIMINARY RESULTS

15. Final Remarks

16. Final remarks • V2G introduces the dual use of vehicles for transportation and power generation … linking the electric power system and vehicle fleets …bringing the transportation and electricity supply services together • V2G has a potential high market value for regulation services and spinning reserves, from the consumer perspective • However, preliminary results suggest that V2G power can be less attractive for the short medium term if we compare cost competitiveness with gas turbine power plants.

17. What’s left to do… (6 weeks)

18. THANK YOU!

19. “The Connected Car” Reference papers • Kempton, W., Tomic, J. (2005) Vehicle-to-grid power fundamentals: calculating capacity and net revenues, Energy Policy, vol.144,pp.268-279 • Kempton, W., Tomic, J. (2005) Vehicle-to-grid implementation: from stabilizing the grid to supporting large-scale renewable energy, Energy Policy, vol.144,pp.280-294 Source: AC Propulsion, 2005

20. Which vehicles and which power markets?             Source: based on Kempton and Tomic, 2005

21. Costs of providing kWh Costs of Equipment Wear Annualized Capital Cost Structure of Costs of providing V2G power Power Markets Source: based on Kempton and Tomic, 2005

22. Rev. from providing kWh Rev. from contracted Capacity Revenues [$ / vehicle / year] Power Markets Source: based on Kempton and Tomic, 2005

23. Peak Demand Peak-day Residential Building End-use Load Demand (GW) (California 1999 Summer) Time of the day Source: Energy Policy vol 31, no. 9, pp. 849-864, July 2003

24. Electric-Drive Vehicles (EDVs) • Battery Electric Vehicle (BEV) • Use on on-board electricity • Recharged from electrical grid • Example of usable stored energy: 21,92 kWh • Hybrid Electric Vehicle (HEV) • Electric drive system complement combustion engine, w/ parallel or series drive train • Conventional or plug-in • Example of usable stored energy: 14,4 kWh • Fuel Cell Electric Vehicle (FCEV) • Fuel cell generates electricity from hydrogen to power an electric motor drive system • Hydrogen generated off-board • Example of usable stored energy: 51,26 kWh