Abstract
This paper determines the profitability of the primary frequency regulation (FR) service considering the wear of the electric vehicle (EV) battery as a cost. To evaluate the profitability of the FR service, the cost of degradation from FR provision is separated from the degradation caused by driving usage. During FR, the power response is proportional to the frequency deviation with full activation power of 9.2 kW, when deviations are larger than 100 mHz. The degradation due to FR is found to be an additional 1–2% to the 7–12% capacity reduction of a 40 kWh Lithium-ion NMC battery pack over 5 years. The overall economic framework is applied in Denmark, both DK1 and DK2, and Japan, by considering historical frequencies. The DK2 FR market framework is taken as reference also for the Japanese and the DK1 cases. Electricity prices and charger efficiency are the two main parameters that affect the profitability of the service. Indeed, with domestic prices there is no profitability, whereas with industrial prices, despite differences between the frequencies, the service is similarly profitable with approx. 3500€ for a five-year period.
Highlights
Primary frequency regulation (FR) service has been demonstrated to be technically feasible and economically profitable in different studies worldwide [1,2,3,4,5,6]
That is because the battery degradation is a physicochemical process with many uncertainties, non-linearities, and different peculiarities depending on the chemistry considered
In black the cases with SOC = 75% and in red the ones with SOC = 55%. In this manuscript the profitability of primary frequency regulation provided by electric vehicle (EV), taking into account the battery degradation costs has been quantified based on the frequency measured in Denmark, both DK1 and DK2, and Japan
Summary
Primary frequency regulation (FR) service has been demonstrated to be technically feasible and economically profitable in different studies worldwide [1,2,3,4,5,6]. In the past, evaluated the profit from FR service as difference between the revenue and the charger losses, without giving the proper attention to the wear the EV battery is exposed to. The authors aim at evaluating the profit of the service including the battery degradation (BD) loss. This loss is technically quantified considering a Simulink model previously developed by the authors [16] to determine the economic loss. The profit from FR service is evaluated as difference between the revenue from FR and the sum of the costs of grid energy exchanged and BD.
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