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Mechanism F: Support Additional Electric Vehicles and Plug-In Hybrid Electric Vehicles F.1 Introduction There is a synergetic relationship between electrifying the vehicular transportation sector and the ability of the grid to generate and deliver the “electric” fuel to millions of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) (Kintner-Meyer et al. 2007). The new load resulting from the PHEV is acyclic to the existing load served, meaning that with load-management strategies (discussed below) the new vehicle load can be served during the off-peak-load night-hour period. The resulting benefit would be improved utilization of the electric infrastructure (generation, transmission, and distribution assets) from the increased sale of electricity with no additional investment in infrastructure (Scott et al. 2007). The relevant question within the context of smart grid technology is how advanced load-management technologies improve the overall grid efficiency and reduction of carbon emissions compared to unmanaged charging of the emerging EV fleet. These improvements would be in addition to the fuel- switching benefits and inherent efficiency improvements as the vehicle fleet replaces gasoline-fueled internal combustion engines with electric motors. If EV load-management strategies can be effectively implemented, additional benefits could be realized as we are building out the future power plant fleet. The emerging EV load fundamentally changes the type of future-generation capacity built to serve future load growth by filling in the nocturnal valley and counteracting the growing daytime peak load caused by the growth in air-conditioning load (GE 2008). This flattening of the daily load profiles favors base-load capacity, thereby having significant implications for investment in electric infrastructure, fuels needed for electricity generation, and the emissions from the generating resources that will be in place for the next 40-plus years. In addition, advanced smart charging strategies of EVs could meet some of the growing ancillary services requirements as more intermittent renewable resources are integrated into the U.S. power grid. F.2 Review Publications in the open literature related to impacts of PHEVs on the grid and the environment have significantly increased since the State of the Union Address by President Bush in January 2006. Universities, National Laboratories, think-tanks, and interest groups have been publishing articles and position papers focusing on the oil displacement opportunities that articulate and quantify the energy security benefits of electrifying vehicles, as well as climate change, and air-quality impacts. All of these assessments use a model-based approach to capture the impacts on the electric infrastructure and the performance characteristics of the new PHEVs and EVs. An EV has only an electric motor that receives its energy from a battery that must be plugged into an outlet to recharge. A PHEV has both an electric motor that receives its energy from a battery and an internal combustion engine, and the battery can be charged by either plugging it into an outlet or internal combustion engine and/or braking. In each, the battery is sized such that the electric energy is sufficient to cover a typical daily commute of about 40 miles. F.1PDF Image | The Smart Grid: An Estimation of the Energy and CO2 Benefits
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