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Oorspronkelijk geplaatst door reservespeler

Wie levert de stroom als we steeds meer elektrisch gaan doen?

Het stroomnet, dat is evident

Uit de US-studie:

Energy Use Will Significantly Decrease, While Electricity Needs Will Moderately Increase

Transitioning from diesel and gasoline to electricity as the
fuel for trucks and buses will decrease demand for the former
fuels, and it will increase demand for electricity and hydrogen. If all trucks in the United States were suddenly batteryelectric, the energy needed to power them would decline significantly. This is because electric vehicles are much more efficient than diesel, natural gas, and gasoline vehicles.

To power all these vehicles would increase overall
electricity consumption. In 2017, heavy-duty vehicles on
US roads consumed roughly 41 billion gallons of diesel and
10 billion gallons of gasoline (EIA 2019d). From these values,
it is possible to estimate the amount of energy required to
power these vehicles if they were electric.

Using a vehicle efficiency improvement of four times for electric compared with diesel and accounting for efficiency losses in the transmission of electricity (6 percent) and efficiency losses associated with charging a vehicle (10 percent), it would take 560 terawatt-hours (TWh) of electricity to power all heavyduty trucks in the United States with electricity.8 This would represent a 13 percent increase in electricity generation compared with the 4,200 TWh used in the United States in 2017, but a 71 percent **decrease in energy compared to the consumption of diesel and gasoline by heavy-duty vehicles (1,900 TWh) (EIA n.d.a; EIA n.d.b). For a sense of scale, the residential sector consumed nearly 1,400 TWh of electricity in 2017; air conditioning alone consumed more than 200 TWh (EIA n.d.c; EIA n.d.d).

Of course, electrification of trucks and buses will not occur all at once. Electrifying 10 percent of the diesel fleet over a decade would increase electricity demand similarly to the rise in demand from data servers, which increased from 35 TWh in 2000 to 70 TWh in 2008 (and then leveled off as the energy efficiency of data servers improved) (Azevedo et al. 2016). Consider, too, the speed at which the United States has added clean sources of electricity: annual generation from wind and solar increased more than 300 TWh from 2008 to 2018 (EIA 2019e).
Improving the utilization of existing sources of electricity can minimize the need for new power plants to meet increased demand from electric vehicles.

Because the electricity grid is designed to accommodate the highest demand experienced on it, much of its generation capacity sits idle during periods of non-peak demand. Electric vehicles can use the idle capacity if they charge at off-peak times such as when solar or wind generate excess electricity. Better utilization of grid capacity spreads fixed costs (for example, transmission lines) over increased electricity sales, which lowers electricity rates for all customers (CUB n.d.).

Electric vehicles can provide grid services in addition to utilizing idle or curtailed generation resources. Charging at off-peak times or times of high renewable electricity generation can level out daily energy demands and reduce the need for ramping electricity generation up or down, periods that generate significant emissions (Wisland 2018). The need to reduce extreme power ramping is particularly acute in places such as California, with significant deployment of solar energy and large peaks and valleys in the daily electricity demand. Electricity rates that are lower during off-peak periods can encourage owners of electric trucks and buses to charge at times that are beneficial to the grid.

Wie levert altijd **de aardolie als we alles fossiel blijven doen?

A unique aspect of electric trucks and buses compared with cars is the larger amount of instantaneous energy (power) required for charging their larger batteries. Cars currently charge at rates from 5 kW to 250 kW, with home and workplace charging falling on the slow end and “DC fast chargers,”
typically located at travel stops or public charging stations,
representing the fast end. For trucks and buses, whose
batteries can store anywhere from 2 to 10 times the amount
of energy simply by having more battery cells, rates of 20 kW
to 200 kW are used for overnight charging depending on the
size of the vehicle’s battery. Even faster on-route chargers
used by some transit buses charge at 150 kW to 400 kW
(Proterra 2019). Charging at lower power rates and at times
with lower demand from other sources is optimal for the
grid. One strategy that can lessen impacts on the grid is to
charge a vehicle’s battery from stationary batteries built
into charging stations.