control, safety, etc.) and charging/discharging
technologies (such as battery swapping, two-way
grid interaction and battery cascading).
The development of intelligent electricity use
technologies improves equipment utilisation,
reduces the cost of operation and maintenance
and lowers energy consumption. Demand
response can smooth out the load curve and
reduce power supply costs in short-term power
markets. If there is a power shortage or wholesale
prices are high, demand response can adjust
prices to level out price fluctuations. In long-term
power markets, demand response reduces peak
power demand to avoid or slow down the need
for new investment; and it improves safety and
power system stability by taking advantage of
users’ response to electricity prices.
32 The USA
has abundant experience of demand response and
has standards and an industry alliance for automated demand response known as OpenADR.
China started to research demand response and
launch pilot projects in 1998, making great progress. In 2016, the Action Plan for Innovation in
the Energy Technology Revolution (2016–30)
33
proposed research on demand response-based
technologies to make China’s power consumption more intelligent.
Electric vehicles and hybrid electric vehicles
(HEVs) have a significant impact on power distribution and use. As EV ownership increases
and battery performance improves, EV batteries
can be used as mobile energy storage units,
charging during non-peak hours and supplying
electricity to the grid during peak hours, thereby
reducing valley-peak fluctuations in demand and
improving grid efficiency. In microgrids with a
high proportion of renewable power, electric
vehicles can be used to store energy during
periods of high renewable output and low load,
and discharge the energy into the grid when
renewable power output is low and demand high
(vehicle-to-grid, V2G), which strengthens the
grid’s capacity to absorb renewable power
(Fig. 35).
EVs and HEVs are more energy efficient than
fossil fuel vehicles. In the USA,
34 the deployment
of smart charging facilities could increase the share
of EV mileage by light vehicles by 9 percentage
points (from 64% to 73% of the total). Compared
with fossil fuel vehicles, EV and HEV light vehicles use 2–5% less energy. Currently, China has
built a proprietary standard system of EV
charging/battery swap facilities and is constructing
a network of rapid-charging stations along urban
roads and motorways. A rapid charging network
has been built from Beijing–Harbin, Beijing-Hong
Kong–Macao, Beijing–Shanghai, Shanghai–
Chengdu, Shanghai–Chongqing, on Beijing ring
roads and the Hangzhou Bay ring expressway,
covering 95 cities and 14,000 km of expressway.
(2) Demonstration projects
1. AEP GridSMART Demonstration Project,
USA
The AEP GridSMART Demonstration Project
comprises nine technical demonstration domains,
including advanced metering, home area networks and redistribution management. Its
advanced metering infrastructure (AMI) and
demand response capability have made remarkable achievements in reducing carbon and PM2.5
emissions and improving grid efficiency
(Table 11).
After the deployment of AMI, the average
CO 2 reduction was 16.91 tonnes per month,
amounting to 406 tonnes per year. AMI saved
AEP from reading meters on-site, avoiding 5,694
miles (9,163 km) of travel per month, and about
68,326 miles (109,960 km) per year. Assuming
that driving one mile generates 423 g of CO 2 on
average, this amounts to reductions in CO 2
32
Zhao Xin and Gao Shan, Demand Response and
Advanced Metering in the US Electricity Market, in
Power Demand Side Management, vol. 9, 2007, pp. 68–
69.
33
National Development and Reform Commission and
National Energy Administration, The Action Plan for
Innovation in the Energy Technology Revolution (2016–
30), 2016, pp. 8–10.
34
DOE, The Smart Grid: An Estimation of the Energy and
CO2 Benefits, 2010, pp. 3.25–3.27.
330
S. Zifeng and N. Dickens
technologies (such as battery swapping, two-way
grid interaction and battery cascading).
The development of intelligent electricity use
technologies improves equipment utilisation,
reduces the cost of operation and maintenance
and lowers energy consumption. Demand
response can smooth out the load curve and
reduce power supply costs in short-term power
markets. If there is a power shortage or wholesale
prices are high, demand response can adjust
prices to level out price fluctuations. In long-term
power markets, demand response reduces peak
power demand to avoid or slow down the need
for new investment; and it improves safety and
power system stability by taking advantage of
users’ response to electricity prices.
32 The USA
has abundant experience of demand response and
has standards and an industry alliance for automated demand response known as OpenADR.
China started to research demand response and
launch pilot projects in 1998, making great progress. In 2016, the Action Plan for Innovation in
the Energy Technology Revolution (2016–30)
33
proposed research on demand response-based
technologies to make China’s power consumption more intelligent.
Electric vehicles and hybrid electric vehicles
(HEVs) have a significant impact on power distribution and use. As EV ownership increases
and battery performance improves, EV batteries
can be used as mobile energy storage units,
charging during non-peak hours and supplying
electricity to the grid during peak hours, thereby
reducing valley-peak fluctuations in demand and
improving grid efficiency. In microgrids with a
high proportion of renewable power, electric
vehicles can be used to store energy during
periods of high renewable output and low load,
and discharge the energy into the grid when
renewable power output is low and demand high
(vehicle-to-grid, V2G), which strengthens the
grid’s capacity to absorb renewable power
(Fig. 35).
EVs and HEVs are more energy efficient than
fossil fuel vehicles. In the USA,
34 the deployment
of smart charging facilities could increase the share
of EV mileage by light vehicles by 9 percentage
points (from 64% to 73% of the total). Compared
with fossil fuel vehicles, EV and HEV light vehicles use 2–5% less energy. Currently, China has
built a proprietary standard system of EV
charging/battery swap facilities and is constructing
a network of rapid-charging stations along urban
roads and motorways. A rapid charging network
has been built from Beijing–Harbin, Beijing-Hong
Kong–Macao, Beijing–Shanghai, Shanghai–
Chengdu, Shanghai–Chongqing, on Beijing ring
roads and the Hangzhou Bay ring expressway,
covering 95 cities and 14,000 km of expressway.
(2) Demonstration projects
1. AEP GridSMART Demonstration Project,
USA
The AEP GridSMART Demonstration Project
comprises nine technical demonstration domains,
including advanced metering, home area networks and redistribution management. Its
advanced metering infrastructure (AMI) and
demand response capability have made remarkable achievements in reducing carbon and PM2.5
emissions and improving grid efficiency
(Table 11).
After the deployment of AMI, the average
CO 2 reduction was 16.91 tonnes per month,
amounting to 406 tonnes per year. AMI saved
AEP from reading meters on-site, avoiding 5,694
miles (9,163 km) of travel per month, and about
68,326 miles (109,960 km) per year. Assuming
that driving one mile generates 423 g of CO 2 on
average, this amounts to reductions in CO 2
32
Zhao Xin and Gao Shan, Demand Response and
Advanced Metering in the US Electricity Market, in
Power Demand Side Management, vol. 9, 2007, pp. 68–
69.
33
National Development and Reform Commission and
National Energy Administration, The Action Plan for
Innovation in the Energy Technology Revolution (2016–
30), 2016, pp. 8–10.
34
DOE, The Smart Grid: An Estimation of the Energy and
CO2 Benefits, 2010, pp. 3.25–3.27.
330
S. Zifeng and N. Dickens