Abstract
Distribution system operators (DSO) are starting to implement market-based mechanisms to use the flexibility offered by distributed energy resources (DER) such as electric vehicles (EV). Several European countries are trialing a range of real-life tests and market designs, and local flexibility tenders that allow DSOs to procure medium- to long-term flexibility have found early success. Here we set out to: i) identify the remaining barriers to entry for DER aggregators in these new flexibility schemes, and ii) quantify the participation of EV fleets in long-term flexibility tenders. We built a model to evaluate the potential EV aggregator gains on local flexibility tenders considering market rules, definitions of flexibility product, and different EV fleet compositions. Our model shows that the main parameters affecting EV fleet aggregator participation and remuneration are bidirectional capability (V2G), fleet reliability, and the right match-up between availability profiles and tender requirements. In best-case scenarios, EV fleet aggregators can expect revenues of over €1400/EV/year providing services for only a few hours or months per year. The paper concludes with policy recommendations based on best practices to boost DER participation in local flexibility markets.
Highlights
Decarbonization and digitization are disrupting the way distribution grids are operated and planned
We considered an equivalent service payment of €50 per firm kW, similar to the fixed price proposed in UKPN 2020 low voltage (LV) tenders and close to the average of bids accepted in the UKPN 2020 high voltage (HV) tender
Since electric vehicles (EVs) are not connected every day, the ability of commuter fleets to provide flexibility is greatly reduced in comparison to the company fleet, which can be seen in the reduced V2G flexibility potential curve
Summary
Decarbonization and digitization are disrupting the way distribution grids are operated and planned. Mass EV integration can pose challenges for grid operation and planning due to increased load, but it can provide flexibility through smart charging (V1G) and vehicle-to-grid (V2G) (Gonzalez Venegas et al (2019b), where the EV can be used as a mobile storage system that can provide power back to the grid. This has been proven technically for complex flexibility services like frequency regulation (Codani (2016), Codani et al (2016)), with commercial applications currently running in the
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