V2G

This project has received funding from the European Union’s Horizon 2020 Research and Innovation programme under Grant Agreement No 731148.

By Marisca Zweistra

Scenario: 100% EV penetration

How can we capitalize on the deployment of flexible load by electric cars (smart charging) to:

1. Improve grid efficiency

2. Manage peak capacity of the power system

Constraint: No impact for the EV driverConstraint: Facilitate commercial flexibility market

Objective ElaadNL pilot

How to organize Smart Charging?

Capacity outline Flex market

OSCP OSCP

Moving 1.000+ charge points (virtual)Baseline information:

• Virtual move 1.000+ charge stations to two neighborhoods, based on expected consumption.

• Public charge stations with:• 3X35A grid connection (EVnetNL) • OCPP 1.6 Smart Charging functions• OSCP 2.0 (WIP version)

• Charge speed never below 13A

Managing 15.000 sessions/month in real-time

Vehicle to Grid – Insights City-zen project

1.6

Vehicle to Grid – use in INVADE concept

1.6

Periods in which V2G can help to optimize charging

Vehicle to Grid – hardware

Vehicle to Grid – vehicle tests INVADE

Nissan Leaf (averages) Mitsubishi Outlander

431

Vehicle to Grid – vehicle tests

Vehicle to Grid – Use cases

Usecase 1: V2G shared car vs V2G lease car Hypothesis: The V2G Shared car has more added value for supporting the grid than the leased V2G car (which is simulated by the battery)

Usecase 2: V2G lease car vs stationary batteryHypothesis: A stationary battery has more added value for supporting the grid than a leased V2G car.

Vehicle to Grid – interaction test

Vehicle to Grid – in INVADE

Car not reserved for drive: Discharge at night to approx 50% at 9:00am; further discharge during dayCar reserved for drive: 100% SOC at 9:00; discharge

Vehicle to Grid – in INVADE

UC 1: battery + shared car; Reservation for afternoon

UC 2: car unavailable

UC 2: departureannounced too lateCharge to 50%

Vehicle to Grid – in INVADE

- Control of charging and discharging is accurate- V2G and stationary batteries can support each other

- Predictable drive and departure scheme is preferred over shared cars- The amount of available V2G cars determines whether an additional battery is needed

Vehicle to Grid – Large scale needs

December 2019:181.000 EV in the Netherlands

30.000 capable of V2G

No V2G chargers outside pilots

16% of EV can assist charging of other EVs, if conditions allow:• Car available at V2G charger• Driver participates• Car has sufficient SOC

Data: Rijksdienst voor Ondernemend Nederland

Vehicle to Grid – Regulatory barriersRegulatory barrier Impact on V2G

Netting rule Missing incentive to optimise own consumption

behind the meter in an electric vehicle

Behind the meter: no incentive at all

Beyond the meter: operator will need to offer payment

Double consumption energy

tax

Possible double energy tax for bi-directional

charging

An EV driver has to pay taks every time he/she charges. With multiple charges

per V2G session, there is no incentive for drivers to allow V2G

Tax differences for

public/private

Impact differs per location as tax is based on

consumption level of a connection.

Some locations may be suitable for V2G grid-wise, but unsuitable due to local

tax differences

Procurement of flexibility

services by grid operators

It is unclear whether storage through V2G may be

deployed by regional grid operator

DSOs are not allowed to own and operate batteries under current regulations

Unclear/undefined market

roles

It is unclear who determines the use of the electric

car for V2G: business model conflict and risk of

congestion

Lack of coordination will lead to problems, both for market parties (conflicting

business models between CPO and MSP) and DSO (grid congestion)

Grid connection costs No incentive for the roll-out of V2Gcharging

infrastructure due to higher grid costs for higher

capacities

CPOs are not likely to find a positive business case for smart charging and V2G

under the current grid tarriffs.

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Thank youMarisca.zweistra@elaad.nl