Abstract

The increasing penetration of Electric Vehicles (EVs) and their charging systems is representing new high-power consumption loads for the distribution system operators (DSOs). To solve the problem of the EV range in terms of driving kilometers, the car manufacturers have invested resources on new EV models by increasing the size of the batteries. To satisfy EV load demand of the new EV models in urban areas the public DC Fast-Charging Station (DCFCS) is indispensable to recharge EVs rapidly. The introduction of the Battery Energy Storage within the DCFCSs is considered in this paper an alternative solution to reduce the operational costs of the charging stations as well as the ability to mitigate negative impacts during the congestion on the power grids. An accurate description of the DCFCS and its design system has been implemented, which is able to decouple the peak load demand caused by EVs on the main grid and decrease the connection fees. Finally, an economic evaluation is done to evaluate the feasibility and the cost-benefit analysis (CBA) of the DCFCSs. The proposed approach considers various technical and economic issues, such as cost of installation, connection fees and life cycle cost of the batteries. The proposed cost-benefit analysis can be used to verify the effectiveness and applicability of DCFCS in large scale.

Abstract

International audience; Due to the increasing penetration of distributed generation and new high-power consumption loads – such as electric vehicles (EVs) – distribution system operators (DSO) are facing new grid security challenges. DSOs have historically dealt with such issues by making investments in grid reinforcement. However, an alternative solution, enabled by the expected roll-out of smart meters and high penetration of flexible loads, would be the increased use of flexibility services. Flexible loads, with EVs at their forefront, can modulate their consumption or even inject power back to the grid depending on current grid conditions. In return, flexibility provision should be remunerated accordingly. In this paper, the authors are interested in making an accurate description of the flexibility services at the distribution level which could be provided by EVs as well as their requirements, e.g. location, activation time and duration. Market design recommendations for enhancing the provision of DSO grid services by EVs are derived from the conducted analysis.

Abstract

This discussion paper resulted in a publication in 'Transportation Research Part B: Methodological' , 2013, 53, 31-44. We analyse the behaviour of market participants in a multi-modal commuter network where roads are not priced, but public transport has a usage fee, which is set while taking the effects on the roads into account. In particular, we analyse the difference between markets with a monopolistic public transport operator, which operates all public transport links, and markets in which separate operators own each public transport link. To do so, we consider a simple transport network consisting of two serial segments and two parallel congestible modes of transport. We obtain a reduced form of the public transport operator's optimal fare setting problem and show that, even if the total travel demand is inelastic, serial Bertrand-Nash competition on the public transport links leads to different fares than a serial monopoly; a result not observed in a static model. This results from the fact that trip timing decisions, and therefore the generalized prices of all commuters, are influenced by all fares in the network. We then use numerical simulations to show that, contrary to the results obtained in classic studies on vertical competition, monopolistic fares are not always higher than duopolistic fares; the opposite can also occur. We also explore how different parameters influence the price differential, and how this affects welfare.