A number of studies have investigated the possibility of extending Electric Vehicle (EV) Lithium-ion battery life by deliberately choosing to store the battery at a low to moderate state of charge. Recently, there has been considerable interest shown in the scheme of a deliberate discharge and subsequent recharge of a battery to yield an overall reduction in battery degradation whilst carrying out Vehicle-to-Grid (V2G) services (so-called `beneficial V2G'). This paper presents an investigation of the conditions permitting successful operation of this method by examining incremental time variation of the relevant parameters for two types of cells from results of the same physical size and chemistry, and similar capacity. These two types of cells are found in this present analysis to offer differing degrees of suitability for beneficial V2G.
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In this charging plaze energy exchange will be done by a DC microgrid between PV, V2G electric cars and lighting. Control is done autonomous with Droop Rate Control.
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This OP was deployed in two phases, focusing on Vehicle-to-Home (V2H) and Vehicle-to-Grid (V2G). Its first phase took place at a private residence in Loughborough and ran from March 2017 up to December 2017. This phase 1 is also referred to as the ‘Loughborough pilot’. The second phase took place from February 2020 until present at a comparable residence in Burton-upon-Trent, thereafter, referred to as the ‘Burton pilot’ or ‘phase 2’. Both pilots included bi-directional chargers, Electric Vehicles (EV), Battery Static Storage (BSS) and rooftop solar PhotoVoltaic panels (PV).The main goals of this pilot were to demonstrate the added value of V2H and V2G of using additional energy storage and PV in households.Challenges encountered in the project include interoperability issues, particularly in phase 1, and the unforeseen development of the homeowner selling his house, meaning a new location needed to be found. However, this challenge ultimately provided an excellent opportunity to implement lessons for interoperability and to act upon the recommendations from the intermediate analysis of the Loughborough pilot. This report is mainly focussed on phase 1 (Loughborough), and additional analysis for Burton-upon-Trent (phase 2) can be found in the appendix.
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Combining electric cars with utility services seems to be a natural fit and holds the promise to tackle various mobility as well as electricity challenges at the same time. So far no viable business model for vehicle-to-grid technology has emerged, raising the question which characteristics a vehicle-to-grid business model should have. Drawing on an exploratory study amongst 189 Dutch consumers this study seeks to understand consumer preferences in vehicle-to-grid business models using conjoint analysis, factor analysis and cluster analysis. The results suggest that consumers prefer private ownership of an EV and a bidirectional charger instead of community ownership of bidirectional charger, they prefer utility companies instead of car companies as the aggregator and they require home and public charging. The most salient attributes in a V2G business model seem to be functional rather than financial or social. The customer segment with the highest willingness to adopt V2G prefers functional attributes. Based on the findings, the study proposes a business model that incorporates the derived preferences
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Versnelling elektrificatie in de gebouwde omgevingSlim gebruik van bestaande OV-DCelektriciteitsnettenDroop rate controlled DC microgridsTramhalte wordt energiehalteLab simulaties HvA Energielab
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A large council building in Leicester, its central HQ called City Hall, aims to link on site renewable energy (PV) generation to electric vehicles (EVs) used by the Council staff. Leicester City Hall based staff are utilising four EVs for their work and charging these, when possible, from local renewable energy (PV) generation. This study presents the analysis of the use of four such EVs and their charging profiles that take place at the City Hall.
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The Johan Cruijff ArenA (JC ArenA) is a big events location in Amsterdam, where national and international football matches, concerts and music festivals take place for up to 68,000 visitors. The JC ArenA is already one of the most sustainable, multi-functional stadia in the world and is realizing even more inspiring smart energy solutions for the venue, it’s visitors and neighbourhood. The JC ArenA presents a complex testbed for innovative energy services, with a consumption of electricity comparable to a district of 2700 households. Thanks to the 1 MWp solar installation on the roof of the venue, the JC ArenA already produces around 8% of the electricity it needs, the rest is by certified regional wind energy.Within the Seev4-City project the JC ArenA has invested in a 3 MW/2.8 MWh battery energy storage system, 14 EV charging stations and one V2G charging unit. The plan was to construct the 2.8 MWh battery with 148 2nd life electric car batteries, but at the moment of realisation there were not enough 2nd life EV batteries available, so 40% is 2nd life. The JC ArenA experienced compatibility issues installing a mix of new and second-life batteries. Balancing the second-life batteries with the new batteries proved far more difficult than expected because an older battery is acting different compared to new batteries.The EV-based battery energy storage system is unique in that it combines for the first time several applications and services in parallel. Main use is for grid services like Frequency Containment Reserve, along with peak shaving, back-up services, V2G support and optimization of PV integration. By integrating the solar panels, the energy storage system and the (bi-directional) EV chargers electric vehicles can power events and be charged with clean energy through the JC ArenA’s Energy Services. These and other experiences and results can serve as a development model for other stadiums worldwide and for use of 2nd life EV batteries.The results of the Seev4-City project are also given in three Key Performance Indicators (KPI): reduction of CO2-emission, increase of energy autonomy and reduction in peak demand. The results for the JC ArenA are summarised in the table below. The year 2017 is taken as reference, as most data is available for this year. The CO2 reductions are far above target thanks to the use of the battery energy storage system for FCR services, as this saves on the use of fossil energy by fossil power plants. Some smaller savings are by replacement of ICEby EV. Energy autonomy is increased by better spreading of the PV generated, over 6 instead of 4 of the 10 transformers of the JC ArenA, so less PV is going to the public grid. A peak reduction of 0.3 MW (10%) is possible by optimal use of the battery energy storage system during the main events with the highest electricity demand.
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The Vulkan real estate site in Oslo is owned by Aspelin Ramm, and includes one of the largest parking garages used for EV charging in Europe. EV charging (both AC and DC) is managed for now predominately for costs reasons but also with relevance at further EV penetration level in this car parking location (mixed EV and ICE vehicles). This neighbourhood scale SEEV4-City operational pilot (OP) has 50 22 kW flexible AC chargers with two sockets each and two DC chargers of 50 kW with both ChaDeMo and CCS outlets. All EV chargers now have a smart control (SC) and Vehicle-to-Grid (V2G) functionality (though the latter may not be in place fully for DC chargers, as they may not be fully connected to the remote back-office system of the EV charging systems operator). A Lithium-ion Battery Energy Stationary Storage System (BESS) with a capacity of 50 kWh is pre-programmed to reduce the energy power peaks of the electric vehicle (EV) charging infrastructure and charges at other times from the central grid (which has a generation mix of 98% from hydro-electric power, and in the region covering Oslo also 1% from wind). The inverter used in the BESS is rated at 50 kW, and is also controlled to perform phase balancing of the 3-phase supply system.
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Electric vehicles have penetrated the Dutch market, which increases the potential for decreased local emissions, the use and storage of sustainable energy, and the roll-out and use of electric car-sharing business models. This development also raises new potential issues such as increased electricity demand, a lack of social acceptance, and infrastructural challenges in the built environment. Relevant stakeholders, such as policymakers and service providers, need to align their values and prioritize these aspects. Our study investigates the prioritization of 11 Dutch decision-makers in the field of public electric vehicle charging. These decision-makers prioritized different indicators related to measurements (e.g., EV adoption rates or charge point profitability), organization (such as fast- or smart-charging), and developments (e.g., the development of mobility-service markets) using the best-worst method. The indicators within these categories were prioritized for three different scenario's in time. The results reveal that priorities will shift from EV adoption and roll-out of infrastructure to managing peak demand, using more sustainable charging techniques (such as V2G), and using sustainable energy towards 2030. Technological advancements and autonomous charging techniques will become more relevant in a later time period, around 2040. Environmental indicators (e.g., local emissions) were consistently valued low, whereas mobility indicators were valued differently across participants, indicating a lack of consensus. Smart charging was consistently valued higher than other charging techniques, independent of time period. The results also revealed that there are some distinct differences between the priorities of policymakers and service providers. Having a systematic overview of what aspects matter supports the policy discussion around EVs in the built environment.
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