Save the date!

Vehicle-2-Grid Conference
on April 27–28, 2023
in Aachen, Germany

01-header-schmaler-network-2500px
02-header-schmaler-network-2500px

Conference april 27.–28. 2023
in Aachen, Germany

As part of the
Battery Conference 2023

Selected speakers from important institutions in Germany
Four focus topics along
the value chain
Interactive exchange between industry and science

Conference april 27.–28. 2023
in Aachen, Germany

As part of the
Battery Conference 2023

Conference
april 27.–28. 2023
in Aachen, Germany

As part of the
Battery Conference 2023

Conference:

Smart Charging (V1G), Vehicle-to-home (V2H), Vehicle-to-grid (V2G)

Conference language
is english

Electric vehicle batteries can do more than just move cars! From an economic and ecological perspective, it makes sense to use electric vehicle batteries for grid stabilisation in the future. By 2030, there could already be a controllable potential of up to one hundred gigawatts in Germany alone, which is far more than the output of all current storage types combined.

At the Vehicle-To-Grid, discuss with experts from business, the public sector and science how this potential can be realised in your organisation or field of activity! The focus will be on implementation possibilities within the next few years.

If you attend the conference, you can also visit all the events of the Battery Conference 2022, which is taking place at the same time, free of charge.
In Vehicle-to-Grid and Vehicle-to-Home, the battery of an electric vehicle is not only charged, but also discharged. The term changes depending on the objective. With vehicle-to-grid, energy is stored from the battery when the power grid needs it, e.g. to replace renewable generation, for local grid stabilisation or to provide balancing power. Vehicle-to-home (or vehicle-to-building), on the other hand, means that the vehicle battery is used either to consume more energy locally from one’s own PV system, to provide an emergency power supply or to reduce the load peaks of electricity consumers. If you are also working on these concepts, we look forward to welcoming you.
Smart charging means that a vehicle is charged when it is convenient. This can mean, for example, that a surplus of (locally generated) green electricity is available or that there is currently too much energy available in the power grid. Conversely, this also means that charging is reduced or interrupted when electricity is currently scarc
An exact estimate is difficult because it depends on many different variables. In 2020, for example, about 9 gigawatt hours were installed in electric cars with a grid connection. In 2030, this figure could grow to 30 to 100 gigawatt hours, which would correspond to many times today’s storage capacities. How much of this capacity can actually be used is difficult to estimate. However, since vehicles are usually stationary for 23 hours a day and virtually never more than 10% of the vehicles are in motion at any one time, very high values can be expected. If you have ideas and questions about how this capacity can be used, we look forward to your participation!
Currently, secured capacities must be available for grid services. This means that it must be guaranteed that a certain energy and power must be held in reserve and cars could not move freely. However, rule changes are likely here. Furthermore, the necessary technical standards ISO 15118-20 and OCPP 2.0 are not yet defined or widespread. Therefore, current technical solutions are not always compatible. However, this should also change in the near future. Do you work in this area or have alternative suggestions? Then please come and participate in our discussion.
Compared to the current status quo (full charging of vehicles upon arrival), the vehicle battery benefits from intelligent charging – with and without additional battery activity. The reason for this lies in a special feature of the lithium-ion batteries used, which age both calendrically (ageing by existence) and cyclically (ageing by work). The calendar life is shortest when the battery is fully charged. Smart charging, vehicle-to-home and vehicle-to-grid reduce the average state of charge and thus extend the service life. But even additional cycles hardly lead to accelerated ageing if up to a maximum of 20 percent of the battery’s energy is extracted in one cycle (quote Hecht and Figgener, PV Magazine).
All the important components are ready and will be transferred to the mass market in the near future. When exactly this will happen is best discussed with our speakers at the conference.
Four focus topics along the value chain: Vehicles, charging infrastructure, (energy) economy and practical examples.
Vehicles

Vehicle manufacturers and suppliers

What can vehicles achieve?

What developments can be expected in the coming years?

Charging infrastructure

Hardware and software services

Challenges of the charging infrastructure

Different application scenarios

Economy

Services for vehicle and system

Integration into the electricity system

Evaluation of services at vehicle level

Pilots

Operation and facilitation of pilot projects

What were the challenges?

How can the technical possibilities be transferred into practice?
Selected speakers from important institutions in Germany

Renowned speakers will shed light on the focus topics “V2G and V2H from a vehicle perspective”, “V2G, V2H and smart charging from a charging infrastructure perspective”, “Economy” and “Pilot projects and demonstrators”.

Host: Dr. Stefanie Wolff
Programm Managerin Elektromobilität
NOW GmbH

Martin Stadie
Energy & Digital Services Section Manager, Digital Solutions & Electrification Research
Honda R&D Europe (Deutschland) GmbH

Michael Keller
Head of Regulatory Charging
Volkswagen Group Charging GmbH

Florian Schäble
EVA Fahrzeugtechnik GmbH, Teil der FEV-Gruppe München

Chris Rimmer
Infrastructure Strategy lead
Cenex

Thomas Rahmen
Leister Produktentwicklung und Forschung
SMART/LAB Innovationsgesellschaft mbH

Lennart Hoffmann
Next Kraftwerke GmbH

Prof. Andreas Ulbig
Lehrstuhlinhaber Aktive Energieverteilnetze
RWTH Aachen

Host: Prof. Egbert Figgemeier
Lehr- und Forschungsgebiet für Alterungsprozesse und Lebensdauerprognose von Batterien
RWTH Aachen

Dr. Kai-Philipp Kairies
CEO and Co-Founder
ACURE Battery Intelligence

Dr. Michael Schreiber
Head of EV Aggregation Platform
The Mobility House GmbH

Markus Wunsch
Projektleiter „Netzintegration Elektromobilität”
Netze BW GmbH

Dipl. Ing. Xaver Pfab
DE-341 / Projektleiter Netzintegration Elektromobilität
BMW AG

Host: Holger Hesse
Leiter des Lehrstuhls für Elektrische Energiespeichertechnik
TU München

Benedikt Tepe
Wissenschaftlicher Mitarbeiter, Lehrstuhl für Elektrische Energiespeichertechnik,
TU München
Interactive exchange between industry and science

Each programme session will end with a time slot for your personal questions and discussion with the speakers and participants. The speakers will be available for discussions during the conference.

With the accompanying public poster session, scientific content, research results and ideas will be communicated in a direct dialogue. The researchers will be at their posters and will be available to answer questions from visitors. The integration of the conference into the international Battery Power Conference offers a broad spectrum for encounters and intensive exchange.

If one deals with the topic of bidirectional charging as the future of electromobility, the following terms automatically come up:

Vehicle to Grid (V2G), Vehicle to Home (V2H), Smart Charging (V1G), and Vehicle-to-Building (V2B) are different operating modes related to (bidirectional) charging.

For the grid connection of the electric car, charging infrastructure with Combined Charging System (CCS) or CHAdeMO standard is required, the former in combination with the communication protocol ISO 15118-20.

Via the Open Charge Point Protocol (OCPP) version 2.0, back-end operators, aggregators and energy companies can interconnect the individual electric vehicles capable of feeding energy back into the grid to form virtual power plants and thus contribute to grid stabilisation.

On the part of the distribution network operators and transmission network operators, there is great interest in opening up the balancing power market for electric vehicles so that they can also provide balancing power in the same way as stationary storage systems.

In order to bring these concepts to market maturity, questions around battery ageing, regulation, digital resilience and (open) protocols still need to be discussed.

This means that OEMs (vehicle manufacturers), network operators and end customers (vehicle owners) as well as industrial companies and service providers that operate and charge vehicles are all involved. Billing companies and lawyers must also be involved. This shows the complexity of the issue.

From an economic and ecological point of view, it seems extremely attractive to use unused or hardly used and expensive energy storage capacities to stabilise the electricity grid. In this way, the construction of power lines can be partially avoided and, in the best case, periods without wind and solar yields can be bridged. The legal framework conditions are important for this.

These and other topics will be discussed at the V2G conference offered here.

The conference will take place parallel to the international conference Advanced Battery Power. The keynote lectures in English as well as the exhibition and the poster session are equally accessible to both groups of participants. It is even possible to attend the parallel sessions of the other conference.

Source: https://www.pv-magazine.de/2021/05/07/wann-und-wie-nutzen-wir-die-gigawattstunden-in-elektroautobatterien/