电动汽车部署及对电网的影响（英文版）---欧盟.pdf

E-mobility deployment and impact on grids Impact of EV and charging infrastructure on European T (b) Technical model the “Energy supply chain net”; (c) Market model. . 27 Figure 16 Holistic architectural level of the LINK-based architecture. . 27 Figure 17 Overview of the Grid-Link: (a) General depiction; (b) Link-Grid. . 28 Figure 18 The control schemes set on a typical Link-Grid: (a) Herz/Watt secondary control; (b) Volt/var secondary control. . 28 Figure 19 Schematic presentation of the resilient HzWSC chain: (a) Link structure; (b) Hertz/Watt control loops; (c) Active power profile. . 29 Figure 20 E-mobility and Cross-Vector and End-Use Sector Coupling embedded in the LINK-Solution . 31 Figure 21 Technical/functional architecture of a Smart City district. 31 Figure 22 Information of emergency-driven DR process: Congestion on HVG e.g., line overload. 32 Figure 23 Focus Box #3: EVs as a flexible resource (Source: ENTSO-E). . 35 E-mobility deployment and impact on grids 8 Figure 24 Opportunities for the whole system and actors. . 36 Figure 25 Focus Box #4: The effect of smart charging and V2G on EV load curve. 37 Figure 26 Charging point with frequency sensitive functionality possible scenarios 38 Figure 27 Average total electricity load in Germany with uncoordinated (up) and smart charging (down) (Source: Elia Group). 41 Figure 28 Relative number of EVs (Source: i-DE). 45 Figure 29 The average EV charging profile (Source: i-DE). 46 Figure 30 The model performs hourly simulations of different scenarios (Source: i-DE). . 46 Figure 31 From the Eurelectric position paper “Debunking the myth of the grid as a barrier to e-mobility“ 47 Figure 32 Stages of the Distribution Planning Process (Source: Enel Global Infrastructure and Networks) 48 Figure 33 Estimated EV peak demand vs. overall country peak demand in 2030 (%), EDSO 2018. 49 INDEX OF TABLES Table 1 Smart Charging Matrix 18 Table 2 EV electricity consumption in selected countries and regions (Source: IEA). 33 Table 3 Use cases of charging strategies with different impacts on the power grid. 34 Table 4 Energy community activities referred to by the guidelines. 55 Table 5 Stakeholders and actions (X = relevant; XX = very relevant; XXX = extremely relevant). 60 Table 6 Different support measures types for EVs. . 61 Table 7 Different support measures types for EVs. . 63 E-mobility deployment and impact on grids 9 EXECUTIVE SUMMARY The number of electric cars, vans, trucks and buses on the world s roads is rapidly increasing, with a larger variety of electric vehicle (EV) models commercially available. Nevertheless, typical users still have concerns when comparing them to internal combustion engine (ICE) vehicles, such as short-range autonomy and higher prices, which are expected to be solved shortly. The development of a suitable charging infrastructure answering the needs of different stakeholders in the electromobility value chain and the adoption of efficient charging processes, especially smart charging, currently represent the major gap to be covered by most of the actors involved in this complex ecosystem. The EV charging process represents the tangible interface between transport and energy sectors and the crucial element for guaranteeing their successful development in the future energy systems providing a new flexibility resource for system operators (SOs). According to previously analysed charging use-cases, leaving the charging process uncontrolled might result in significant challenges for the power system, such as peak power demand due to cumulative effects in specific periods. In contrast, managing the charging process in terms of time scheduling and power profile (e.g. with efficient time-economic incentives) will not only limit the potential challenges but also open new opportunities. This can be achieved by time scheduling and power profile management, or through market-based mechanisms (e. g. flexibility markets). Several opportunities exist to profitably exploit EV charging, each having different aims and beneficiaries, and stacking them is possible to maximise the benefits. Smart EV charging can support the integration of a larger share of renewable energy source (RES) generation, by reshaping the power demand curve, supporting generation fleet adequacy, and reducing system costs and CO2 emissions. In addition, SOs will enable improved system management, both in terms of ancillary services and grid congestions, using the flexibility that the charging process of EVs can provide. EV users will also benefit from lower charging energy costs, more reliable services and by contributing to a more sustainable transport. The relevant aspects underpinning these required actions present a clear regulatory framework that supports a full deployment of EV charging, including the necessary reinforcements in networks, minimum technical requirements and standardisation, dynamic pricing definition and a novel market structure and rules. Additionally, a holistic view and architecture will be required to improve and enhance cooperation among the many different stakeholders from traditionally separated sectors: vehicles, batteries, electronic and automation industries, information and communications technology (ICT), data platforms and mobility service providers, transport and urban planning authorities, electricity market aggregators and operators, consumers and prosumers, and power grid operators. In this multiple and complex system integration effort, grid operators, acting in an unbiased and non-discriminatory manner both as operators of the entire power system’s grid, are called to play a key role in supporting the optimal integration between the transport and the energy sectors. Despite the current level of technology readiness for EV adoption, demonstration activities and pilot projects will be crucial in testing proposed solutions and identifying open technical and regulatory issues. At the same time, studies should be performed to assess the most efficient solutions and business models. A strong cooperation among all the actors involved should also be pursued to define new efficient market features and proactively involve EV owners in participating in smart charging solutions. To avoid the risk of missing the multiple opportunities identified and described in this paper through the implementation of the different solutions, such as smart-charging and vehicle-to-grid (V2G) solutions, ETIP SNET recommends taking into account the following ideas: • Promote coordinated planning for charging. All the relevant actors should be included in the planning and development process for the deployment of EV charging infrastructure, especially system operators preparing the networks ahead of need. • Enable a new ecosystem focused on consumer needs by further enhancing the participation of all agents and facilitating competition and maximising benefits by unlocking the potential of EV charging. Also improving cooperation through the defined roles and developing of the proper modelling tools. • Manage the charging process by promoting an additional and valuable flexibility resource necessary for the secure and efficient grid operation, facilitating a smart charging approach, thus smoothing peaks in the load curve. • Promote a new market structure, rules and regulatory framework for power grids and for the whole energy ecosystem to implement grid tariffs and power price schemes, launching ambitious deployments for EV charging. • Deploy electromobility enablers with smart metering, efficient communication capabilities and the adoption of common standards to guarantee the interoperability of charging networks and data, as well as effective data management and the setting up of a value proposition for the users. • The alignment of the charging protocols and standards implemented for the charging infrastructure and the battery management system must make possible the participation of the different agents in the electricity markets. Power grids have specific requirements in terms of monitoring, data exchange and time response, and for this reason, standard charging processes have still to be correctly fulfilled. • Promote a holistic view and architecture for an effective integration of EV charging infrastructure into the power grid, enabling flexible operation and coordinated planning of charging stations. Today, the electromobility environment is extremely dynamic, and EV diffusion could receive a sudden boost via the Green Deal and Recovery Plan; the actions stemming from the key findings of the technical and unbiased analysis described in this paper should therefore be pursued with no delay, transforming a challenge for the system into a valuable resource for its optimal management. The positive effects will be relevant and shared among different stakeholders. First and foremost, all European citizens will benefit from cleaner transport and energy systems, who are the final users of both energy and mobility services. Through this Position paper, ETIP SNET intends to contribute to the debate on technical and connectivity solutions, as well as on EV charging solutions and regulations to be adopted through the constructive cooperation between the power system, transport sector, urban planning, vehicle industry, related stakeholders and decision makers. The time for action is now, anticipating a massive EV deployment and avoiding the need of the future retrofitting of non-efficient models. E-mobility deployment and impact on grids 10 BASIC DEFINITIONS AND SHORT GLOSSARY Balance Service Providers (BSPs): A market participant providing either or both balancing energy and balancing capacity to transmission system operators. Battery Electric Vehicle (BEV): A vehicle powered solely by an electric motor and a plug-in battery. Charging Point Operator (CPO): Infrastructure operator who provides a set of goods and services, such as remote reservation, provision of information on whether terminals are occupied, their location, the type of socket, parking and, lastly, the recharging service per se. Charging solution: It consists of a charger device, charger station (if present), related infrastructure, power connection and supply scheme, charging operation and control, set of services provided to the customer, business model and applied regulation. Distributed Energy Resource (DER): It refers to small, geographically dispersed generation resources, installed and operated on the distribution system at voltage levels below the typical bulk power system. Distribution System Operator (DSO): A natural or legal person who is responsible for operating, ensuring the maintenance of and, if necessary, developing the distribution system in a given area and, where applicable, its interconnections with other systems, and for ensuring the long-term ability of the system to meet reasonable demands for the distribution of electricity. Dynamic charging: EV charging taking place when the EV is moving; in contrast to static charging, which occurs when the EV is parked. Electric Vehicles (EVs): For this paper, road vehicles with an electric engine and battery which need to charge electricity from a power grid (BEVs and PHEVs). Heavy-duty vehicles (HDVs): Trucks, buses, and coaches. Information and Communications Technologies (ICT): Diverse set of technological tools and resources used to transmit, store, create, share or exchange information. Internal Combustion Engine (ICE): An engine that creates its energy by burning fuel inside itself. Light Commercial Vehicles (LCV): Passenger cars and vans. Mobility as a Service (MaaS): It integrates various forms of transport services into a single mobility service accessible on demand. National Access Points (NAPs): A digital interface installed by a EU Member State to make traffic and mobility data accessible for a wide range of data users. Original Equipment Manufacturer (OEM): A company whose goods are used as components in the products of another company, which then sells the finished item to users. Open Charge Point Protocol (OCPP): An open-source communication standard for EV charging stations. Passenger Car (PC): A passenger car is a road motor vehicle, other than a moped or a motorcycle, intended for the carriage of passengers and designed to seat no more than nine persons (including the driver) Plug-in hybrid electric vehicle (PHEV): a vehicle powered by a combination of an electric motor and a plug-in battery on the one hand and an internal combustion engine on the other, allowing these to work either together or separately. Renewable Energy Source (RES): Energy from renewable non-fossil sources, namely wind, solar (solar thermal and solar photovoltaic) and geothermal energy, ambient energy, tide, wave among other natural sources. Smart Charging: Any charging which is not plug-n-play, i. e. supervised by an external control system. System Operator: Either a Distribution System Operator or a Transmission System Operator. Transmission System Operator (TSO): A natural or legal person who is responsible for operating, ensuring the maintenance of and, if necessary, developing the transmission system in a given area and, where applicable, its interconnections with other systems, and for ensuring the long-term ability of the system to meet reasonable demands for the transmission of electricity. Vehicle to Grid (V2G): Smart charging with bidirectional energy flow capability. E-mobility deployment and impact on grids 11 1. SCOPE AND TARGET The energy and transport sector will face important challenges in the next decade. Decarbonisation and pollution reduction are no longer optional, and new technologies and solutions need to be deployed to reach the ambitious targets set by the European Union (EU). Electric mobility represents a crucial opportunity for achieving the environmental goals with a more sustainable transport, and optimal charging management of EVs will generate relevant benefits for all the actors of the energy sector too, fundamentally users of electric vehicles. Considering the European targets on CO2 reduction, and the increasingly renewable energy source share in the generation mix, it is inevitable that electric vehicles will become the mainstream of the car industry. The “Fitfor55 package” released by the EU on July 2021 states that the average emissions of new cars must be reduced by 55% from 2030 and 100% from 2035 compared to 2021 levels and therefore all new cars on the European market must be zero-emission vehicles from 2035. “Fitfor55” also modifies the Renewable Energy Directive (RED) and introduces renewable hydrogen quotas for transport by 2030. This is a promising scenario but while zero emission technologies are reaching mass market in the passenger cars sector, a transition of heavy-duty vehicles (HDVs), both trucks and buses, to zero emission is highly challenging. Batteries and green hydrogen are the two main technologies to de