Grid communicative “smart” charging of electric vehicles can provide significant benefits for maximizing the emission reductions provided by the large-scale use of these vehicles. While decentralized approaches to smart charging can be practical to implement in real systems, it is unclear whether these provide the same benefits for the electric grid as those identified by centralized approaches in the literature. This study compares the CO₂ and NO_x reduction benefits, and cost and grid capacity benefits, achieved by decentralized and centralized electric vehicle smart charging by modeling two different smart charging algorithms in battery electric vehicles and characterizing their effect on the operation and dispatch of electric grid resources and subsequently electric grid CO₂ and NO_x emissions. Decentralized approaches were found to provide the same CO₂ emissions benefits and within 2% of the NO_x emissions benefits achieved with centralized approaches, but only if the frequency of communication between vehicles and the electric grid is sufficiently high (less than 60 min). The difference in NOx emission is associated with the increased load variability caused by less frequent communication in decentralized smart charging resulting in higher power plant startup events. Finally, costs and grid capacity needs are increased without frequent grid communication.

电动汽车的网格通信“智能”充电可为最大程度地提高大规模使用这些汽车所产生的排放量提供显着的好处。尽管分散充电的智能充电方法可以在实际系统中实际实现，但尚不清楚这些充电方法是否为电网提供与文献中集中式方法相同的收益。这项研究通过对电池电动汽车中两种不同的智能充电算法进行建模，并表征其对电动汽车的运行和调度的影响，比较了分散式和集中式电动汽车智能充电所实现的CO ₂和NO _x减少效益以及成本和电网容量收益。电网资源，然后是电网CO₂和NO _x排放。发现分散式方法可提供相同的CO ₂排放收益，并且与集中式方法所获得的NO _x排放收益相差2％以内，但前提是车辆与电网之间的通信频率足够高（少于60分钟）。NOx排放的差异与分散式智能充电中通信频率降低导致的负载可变性增加有关，从而导致发电厂启动事件增多。最后，在不频繁进行电网通信的情况下增加了成本和电网容量需求。