Tariff‐based regulatory sandboxes for EV smart charging: Impacts on the tariff and the power system in a national framework

Abstract

Summary Electrification of private transport is a fundamental step for decarbonizing mobility. Electric vehicles (EV) can be a burden for the power system if vehicle‐grid integration is not implemented by design. Market‐based smart charging projects are effective, but their massive diffusion is limited. A fundamental instrument toward a large adoption of smart charging is the inclusion of smart charging‐oriented measures in regulatory sandboxes, conveniently acting on electricity tariff. This paper presents a set of possible toolboxes for smart charging to show the potential that regulatory measures can have on steering the infrastructure deployment and the charging activity. Each proposed toolbox addresses a specific charging mode, including domestic, workplace, and public access charging. Proposed measures are target‐oriented and evaluated based on their environmental, technical, and economic impacts. These include the carbon footprint of the electricity used for EV charging, the impact in terms of peak power withdrawal from the public grid and the charging cost born by EV users. Additionally, the assessment about the impact of prospected measures on the electricity tariffs' income is provided. Results show the possibility of reducing the evening EV‐related peak load by 30% to 50% via home smart charging. Also, a 10% decrease in carbon footprint is achieved by valley‐filling with work charging. Charging at the destination can reduce the system cost for the new distribution infrastructure, dropping the number of new dedicated connection points for public charging. The cost of incentives is partially repayable considering the additional EV penetration fostered by the reduced charging costs.

Assessing the Nationwide Benefits of Vehicle–Grid Integration during Distribution Network Planning and Power System Dispatching

“…To do so, the first step consisted of defining a presence profile for each charging context, which was then transformed into an entry and exit profile for each charging mode. A wide literature review was performed, updating and extending a previously developed study [57] to also include LCV, HCV, and PT. The assumption was that the presence profile coincided with the connection period of the EV to the EV supply equipment (EVSE).…”

“…For example, the presence profile for a household [55] was considered equal to the time period during which the EV was connected to the home wallbox, and similarly, the entry/exit profile for employees and customers of a shopping center [58] became the start/end of the EV connection. After processing the sources [55,[57][58][59][60][61], the analysis returned an entry and exit hourly profile for 24 h and for each charging mode. Where significant differences were present, separate profiles for the working days and for holidays/weekends were proposed.…”

A feasibility study of using MV and LV distributed energy resources flexibility in a TSO/DSO coordination perspective: the case study of Milan, Italy

“…The contribution of EVs has been estimated using the information and data contained in [35]. Authors in [35] propose four hourly charge profiles of EVs, which differ depending on where recharging takes place: home, work, B2C (Business Activity), and public. Moreover, the proposed curves distinguish between a working day and a weekday.…”