Communication Dans Un Congrès Année : 2021

Is one meter enough? Assessing the impacts of domestic electric vehicle-only rate adoption via submetering.

Résumé

This research work aims to consider the novel challenges imposed on the management of the distribution grid as a result of the high penetration of electric vehicles (EVs) [1]. To avoid costly grid reinforcements and the risk of load curtailment due to high EV charging demand, indirect load control via adapted economic signals is a solution adopted by many utilities [2]. These economic signals, given to the EV users via a distribution network tariff and energy price profiles can have different structures, leading to a different final utilization pattern of the users who seek to minimize their electricity bills, among other objectives. Most household electricity meters do not separate the tariff used for household electricity needs and the one used to charge privately owned EV, leading to what is known as the “whole-house” rate. Nonetheless, a domestic time-of-use rate applied exclusively to EV charging has recently become an option. This “EV-only” rate can reduce charging costs and promote the flexibility offered by EVs via adapted price signals calculated based on a dedicated measurement method. Several pilot trials were conducted in the US, in places such as California, Minnesota and Texas, to test the technical feasibility and customer acceptance of these rates [3]. Californian state’s electric investor-owned utilities (IOUs) are already offering these types of rates in their portfolio for dwellings. For instance, Pacific Gas & Electricity (PG&E) and San Diego Gas & Electric (SD&E) allow residential customers to be billed at tiered-rate for home appliances while for EV charging, a specific time-of-use plan is adopted [4, 5]. However, except for those cases where installing a second meter is mandatory, EV-only rates have not been widely adopted due to the high costs of the extra equipment. An alternative to avoid the upfront costs of a second meter for residential customers is submetering. In this case, the metering device inside the electric vehicle supply equipment (EVSE) can be used to measure the electricity coming from the grid specifically for EV charging. The technological progress of smart meters, communication networks, and data management will allow the submetering configuration to be adopted by many utilities for billing purposes. For the US case, an official decision on submetering by the regulator in California is expected in 2021 after the conclusion of the submetering pilots [6]. There is a vast body of literature investigating the impacts of different electricity rates, including energy prices and network tariffs, on specific end-users. The impacts on their decisions are assessed either with tariffs defined exogenously [7-9] or using equilibrium models in which grid tariffs are determined endogenously as the results of a bi-level approach [10-12]. In all those cases, only one tariff structure is analyzed at a time for users with only one metering scheme. To the best of our knowledge, no study assesses the effects on users and network tariff design of the adoption of two different rates for the same household simultaneously. We investigate this configuration supposing the submetering scheme has a dedicated protocol allowing the communication between the owner’s EVSE and the utility for billing purposes

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Dates et versions

hal-03339029 , version 1 (09-09-2021)

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  • HAL Id : hal-03339029 , version 1

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Icaro Silvestre Freitas Gomes, Adam Abdin, Jakob Puchinger, Yannick Perez. Is one meter enough? Assessing the impacts of domestic electric vehicle-only rate adoption via submetering.. Energy, COVID, and Climate Change, 1st IAEE Online Conference, Jun 2021, Paris, France. ⟨hal-03339029⟩
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