DOE OSTI2021
This project defined, developed, and tested the open standards-based requirements, engineering design and system integration of on and off-vehicle Vehicle-to-Grid technologies both on the grid and on the PEV, to assess their effectiveness in implementing the use cases that create value for the grid, which in turn, can be passed on to the ratepayers and the PEV owners. The project comprised of three key categories of work and four key sub-areas of work. The three key categories were: On-Vehicle V2G, Off-Vehicle V2G, and impact of V2G operation on the battery capacity degradation. The four key sub-areas of work under each of these categories were: defining requirements, implementing the technology, performing system integration testing, and estimating the value of each of the grid services under specific assumptions, on a per-vehicle and on an aggregated basis. The technical implementation demonstrated the validity of standards-based approach to grid integration that led to interoperability, in addition to assessing the operational details with grid constraints imposed at the transformer level. The technology implementation also identified the subtle gaps in the standards definition to close the feedback loop on the accuracy of the standards as written, which are being implemented as revisions to the appropriate protocols. The battery impacts assessment developed a test cycle that the batteries from a real PHEV were subjected to for both the mobility-only and mobility with V2G specific energy cycling. While the battery impact results show a clear incremental degradation in response to additional throughput for V2G application purposes, the amount of additional kWh that can be made available without exceeding the end-of-life capacity definition of the battery at its 10-year warranty period was found to be significant. Given that the PEV battery being exercised during testing was a PHEV battery (smaller energy capacity), and 44% of its usable energy (i.e., SOC) was utilized daily for V2G applications, the EVs with much larger batteries will fare much better, either in terms of extracting more value in terms of incremental kWh for V2G, or in terms of relative incremental degradation of the capacity through the battery lifespan. Further, this battery was the second-generation Lithium-Ion chemistry circa 2015, which is at least two generations ago. Continual improvements in electrochemistry and manufacturing techniques as well as on-board capacity will enable the future batteries to provide even more energy for non-mobility-related services. Finally, the valuation of V2G energy services at the premise, distribution, and the ISO/market level was carried out for both the on-vehicle and off-vehicle cases, to understand both the GHG mitigation and operational efficiency improvements in quantitative terms. The analysis indicates that between $\$400$ and $\$1400$ per year of total value to the grid can be realized. When netted of costs to implement V2G either on or off-vehicle, the net value is available to be shared between the ratepayers and the EV owners. Over the life of the EV, therefore, this value becomes significant and can easily provide both ratepayer and EV owner benefits more than the cost of the equipment, either on or off-board, in addition to providing GHG mitigation benefits both on the grid and on the mobility sides. For these benefits to accrue, the key learnings from both the on- and off-vehicle V2G parts of the project indicate the need for at-scale demonstrations through involvement of real EV owners to validate both the technical feasibility, interoperability, as well as real grid benefits by performing extensive data collection and analysis. This will help inform the grid planners, the program designs, and tariff designers, as well as automotive and equipment manufacturers how best to create their products to maximize grid, ratepayer, and EV owner value.
30 DIRECT ENERGY CONVERSION↗