Predicting the Performance of a Future United Kingdom Grid and Wind Fleet When Providing Power to a Fleet of Battery Electric Vehicles

TL;DR

This study uses mathematical modeling and real UK grid data to evaluate how a large fleet of Battery Electric Vehicles (BEVs) can be integrated into the power grid, emphasizing vehicle-to-grid technology to prevent overloads during wind lulls.

Contribution

It introduces a detailed model assessing UK grid performance with up to 35 million BEVs, highlighting the critical role of vehicle-to-grid (V2G) in maintaining grid stability during low wind periods.

Findings

V2G enables power supply to 15 million BEVs with current gas turbine capacity.

Without V2G, existing gas infrastructure may be overwhelmed by small BEV fleets.

Widespread V2G can support residential power needs and EV charging during supply constraints.

Abstract

Sales of new petrol and diesel passenger vehicles may not be permitted in the United Kingdom (UK) post-2030. Should this happen, it is likely that vehicles presently powered by hydrocarbons will be progressively replaced by Battery Electric Vehicles (BEVs). This paper describes the use of mathematical modelling, drawing on real time records of the UK electricity grid, to investigate the likely performance of the grid when supplying power to a fleet of up to 35 million BEVs. The model highlights the importance of understanding how the grid will cope when powering a BEV fleet under conditions similar to those experienced during an extended wind lull during the 3rd week of January 2017. Allowing a two-way flow of electricity between the BEVs and the grid, known as the vehicle-to-grid (V2G) configuration, turns out to be of key importance in minimising the need for additional gas turbine generation or energy storage during wind lulls. This study has shown that with the use of V2G, it should be possible to provide power to about 15 million BEVs with the gas turbine capacity currently available. Without V2G, it is likely that the current capacity of the gas turbines and associated gas infrastructure might be overwhelmed by even a relatively small BEV fleet. Since it is anticipated that 80% of BEV owners will be able to park the vehicles at their residences, widespread V2G will enable both the powering of residences when supply from the grid is constrained and the charging of BEVs when supply is in excess. The model shows that this configuration will maintain a constant load on the grid and avoid the use of either expensive alternative storage or hydrogen obtained by reforming methane. There should be no insuperable problem in providing power to the 20% of BEV owners who do not have parking at their residences; their power could come directly from the grid.