Vehicle2Grid is a new charging strategy that allows for charging and discharging of Plug-In Hybrid Electric Vehicles (PHEV) and Full Electric Vehicles (FEV). The discharged energy can be supplied back to the (local) energy grid, enabling for grid alleviation, but can also be supplied back to the household in the case of a Vehicle2Home connection. Vehicle2Grid is an innovative and complex systems that requires adequate input from users if the local energy grid is to fully benefit from the discharged energy. Users have to be willing for the State of Charge of their EV to be adjusted in order for the Vehicle2Grid system to actually discharge energy from the EV. However, limiting the potential range of an EV can act as a barrier for the use of a Vehicle2Grid system, as discharging might cause uncertainty and possible range anxiety. Charging and discharging an EV through the use of Vehicle2Grid is therefore expected to change user’s routines and interactions with the charging system. Yet few Vehicle2Grid studies have focused on the requirements of a Vehicle2Grid system from the perspective of the user. This paper discussed several incentives and design guidelines that focus on the interaction users have with a Vehicle2Grid system in order to optimize user engagement with the system and integrate user preferences into the complex charging strategy. Results were obtained through a brief literature study, from a focus group as well as from two Vehicle2Grid field pilots. At the end of the paper, recommendations for further research are given.
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Uit het rapport: "Deze onderzoeksagenda is tot stand gebracht door de lectoren die samenwerken in het Nationaal Lectoren Platform Urban Energy. Alle betrokkenen bij het platform zijn in staat gesteld om bij te dragen aan de tekst, speciale dank daarbij voor de bijdragen en commentaren vanuit de TKI Urban Energy en de HCA topsector Energie."
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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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This report is intended to collect, present, and evaluate the various solutions applied in individual operational pilots for their (upscaling and transnational transfer) potential, in terms of opportunities and barriers, over the short and long(er)-term. This is done by identifying the main characteristics of the solutions and sites and the relevant influencing factors at different local (dimension) contexts.The analysis provides insights in barriers but also opportunities and conditions for success across four main dimensions that make up the local context landscape. We consider two main roll-out scenarios:1. Upscaling within the boundaries of the country where the operational pilot (OP) took place2. Transnational Transfer relates to the potential for transferring a (V4)ES solution to any of the other three (project) countriesThere are several aspects within the four main dimensions that are cross-cutting for all four countries, either because EU legislation lies at its roots, or because market conditions are fairly similar for certain influencing factors in those dimension.Ultimately, both Smart Charging and V2X market are still in their relevant infancies. The solutions applied in various SEEV4-City pilots are relatively straightforward and simple in ‘smartness’. This helps the potential for adoption but may not always be the optimal solution yet. The Peak shaving or load/demand shifting solutions are viable options to reduce costs for different stakeholders in the (electricity) supply chain. The market is likely to mature and become much smarter in coming 5 – 10 years. This also includes the evolvement (or spin-offs) of the solutions applied in SEEV4-_City as well. At least in the coming (approximately) 5 years Smart Charging appears to have the better financial business case and potential for large scale roll-out with less (impactful) bottlenecks, but looking at longer term V2X holds its potential to play a significant role in the energy transition.A common denominator as primary barriers relates to existing regulation, standards readiness and limited market availability of either hardware or service offerings.
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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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The methodology should be a uniform approach that also is flexible enough to accommodate all combinations that make up the different solutions in 6 OPs. For KPIs A and B this required the use of sub-KPIs to differentiate the effects of each (individual and combination of) implemented solutions and prevent double counting of results. This approach also helped to ensure that all 6 OPs use a common way and scope to calculate the various results. Consequently, this allowed the project to capture the results per OP and the total project in one ‘measurement results’ template. The template is used in both the individual OP reports and the ‘KPI Results: Baseline & Final results’ report where all results are accumulated; each instance providing a clear overview of what is achieved. This report outlines the details of the methodology used and applied. It is not just meant to provide a clarification of the results of the project, but is also meant to allow others who are embarking on adopting similar solutions for the purpose of CO2 reduction, becoming more energy autonomous or avoid grid stress or investments to learn about and possibly use the same methodology.
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At this moment, charging your electric vehicle is common good, however smart charging is still a novelty in the developing phase with many unknowns. A smart charging system monitors, manages and restricts the charging process to optimize energy consumption. The need for, and advantages of smart charging electric vehicles are clear cut from the perspective of the government, energy suppliers and sustainability goals. But what about the advantages and disadvantages for the people who drive electric cars? What opportunities are there to support the goals of the user to make smart charging desirable for them? By means of qualitative Co-design methods the underlying motives of early adaptors for joining a smart charging service were uncovered. This was done by first sensitizing the user about their current and past encounters with smart charging to make them more aware of their everyday experiences. This was followed by another generative method, journey mapping and in-depth interviews to uncover the core values that drove them to participate in a smart charging system. Finally, during two co-design sessions, the participants formed groups in which they were challenged to design the future of smart charging guided by their core values. The three main findings are as follows. Firstly, participants are looking for ways to make their sustainable behaviour visible and measurable for themselves. For example, the money they saved by using the smart charging system was often used as a scoreboard, more than it was about theactual money. Secondly, they were more willing to participate in smart charging and discharging (sending energy from their vehicle back to the grid) if it had a direct positive effect on someone close to them. For example, a retiree stated that he was more than willing to share the energy of his car with a neighbouring family in which both young parents work, making them unable to charge their vehicles at times when renewable energy is available in abundance. The third and last finding is interrelated with this, it is about setting the right example. The early adopters want to show people close to them that they are making an effort to do the right thing. This is known as the law of proximity and is well illustrated by a participant that bought a second-hand, first-generation Nissan Leaf with a range of just 80 km in the summer and even less in winter. It isn’t about buying the best or most convenient car but about showing the children that sometimes it takes effort to do the right thing. These results suggest that there are clear opportunities for suppliers of smart EV charging services to make it more desirable for users, with other incentives than the now commonly used method of saving money. The main takeaway is that early adopters have a desire for their sustainable behaviour to be more visible and tangible for themselves and their social environment. The results have been translated into preliminary design proposals in which the law of proximity is applied.
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SEEV4-City is an innovation project funded by the European Union Interreg North Sea Region Programme. Its main objective is to demonstrate smart electric mobility and integration of renewable energy solutions and share the learnings gained. The project reports on the results of six Operational Pilots (OPs) which have different scales and are located in five different cities in four different countries in the North Sea Region.Loughborough OP (United Kingdom) is the smallest pilot, being a household with a bi-directional EV charging unit for the Nissan Leaf, a stationary battery, and a PV system. In the Kortrijk OP (Belgium), a battery system and a bi-directional charging unit for the delivery van (as well as a smart charging station for ebikes) were added to the energy system. In Leicester (United Kingdom), five unidirectional charging units were to be accompanied by four bi-directional charging units. The Johan Cruyff Arena OP is a larger pilot in Amsterdam, with a 2.8 MWh (partly) second life stationary battery storage for Frequency Control Regulation services and back-up power, 14 fast chargers and one bi-directional charger. Integrated into the existing energy system is a 1 MW PV system that is already installed on the roof. In the Oslo OP, 102 chargers were installed, of which two are fast chargers. A stationary battery energy storage system (BESS) supports the charging infrastructure and is used for peak shaving. The FlexPower OP in Amsterdam is the largest OP with over 900 EV charging outlets across the city, providing smart charging capable of reducing the energy peak demand in the evening.Before the start of the project, three Key Performance Indicators (KPIs) were determined:A. Estimated CO2 reductionB. Estimated increase in energy autonomyC. Estimated Savings from Grid Investment Deferral
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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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