Save the Date:
April 10-11, 2024
Münster, Germany
Conference in the framework of the Battery Conference 2024
Save the Date:
April 10-11, 2024, Münster, Germany
Meeting within the framework of the
Battery Conference 2024
Vehicle-to-grid, Vehicle-to-home and Smart Charging
Technical and systemic perspectives from industry and business
Conference chair
M. Sc. Jan Figgener
Head of Department Grid Integration and Storage System Analysis
RWTH Aachen University, Institute for Power Electronics and Electrical Drives, Chair of Electrochemical Energy Conversion and Storage System Technology
Conference chair
M. Sc. Christopher Hecht
Grid integration of batteries and storage system analysis
RWTH Aachen University, Institute for Power Electronics and Electrical Drives, Chair of Electrochemical Energy Conversion and Storage System Technology
Hybrid conference:
Conference language
is English
Vehicle-to-grid, Vehicle-to-home und Smart Charging
Technical and systemic perspectives from industry and business
Electric car 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, a controllable potential of up to one hundred gigawatts could already emerge, which is far more than the power of all current storage types combined.
Discuss how this potential can be realised in your organisation or field of activity with experts from business, the public and science at the Vehicle-To-Grid! Especially implementation possibilities within the next few years will be in focus.
What is Vehicle-to-Grid respectively Vehicle-to-Home?
With vehicle-to-grid and vehicle-to-home, the battery of an electric vehicle is not only charged, but also discharged. The designation changes depending on the goal being pursued. 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 to either consume more energy locally from the 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.
What means Smart Charging?
Smart charging means that a vehicle is charged when this is particularly favorable. 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 in short supply.
How much storage capacity will be available?
An exact estimate is difficult, as it depends on many different variables. Currently, about 56 gigawatt hours are installed in cars. In 2030, this value could grow to several 100 gigawatt hours, which would correspond to a multiple of 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 these capacities can be used, we look forward to your participation!
What are current hurdles?
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 in case of doubt and cars could not move freely. However, rule changes are likely here. In addition, the necessary technical standards ISO 15118-20 and OCPP 2.0 are not yet 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 feel free to come and participate in our discussion.
What are effects on battery aging?
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).
How far along are the technology and the market?
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.
Retrospective of the 2023 conference
Five focus topics along the value chain:
01
Practical projects
The conference places great emphasis on the practical implementation of ideas, which is why the session “Practical Projects” is dedicated to projects that have been carried out so far. Here, actors from all areas of the value chain share their experiences from field tests, practical projects and the commercial operation of bidirectional vehicles.
02
Charging infrastructure
The charging infrastructure is experiencing dynamic and rapid development cycles, and for a long time now a modern charging point has been able to do much more than just supply electricity. Charging infrastructure provides the central communication interface between vehicles on the one hand and home energy management systems, grid operators, aggregators, etc. on the other. Especially in the bidirectional area, DC connections are often used, which is why the charging points have to provide alternating current rights approved for the grid. In this session, charging infrastructure manufacturers, operators and other protagonists in the charging infrastructure ecosystem will speak.
03
Vehicles
Bidirectional charging is transforming the vehicle from a pure consumer to a player in the electricity market of the future. In order to successfully implement new applications and business models, vehicle manufacturers are facing new challenges. Vehicle batteries must represent more cycles in an energy-efficient way and new communication interfaces must be implemented safely – all this without jeopardising the primary purpose of the vehicle: To reliably transport people and goods. In this session, automotive companies share their experiences and current ambitions in this area.
04
System integration
With vehicle owners, aggregators, energy companies, backend operators, vehicle manufacturers, grid operators and many more, there is a great variety of players in the field of bidirectional charging. In this session, we will focus on concepts of how all players can be integrated into a common value chain and thus achieve system integration.
05
Grids
The question of whether electromobility will strain or overload the electricity grids is a major concern for many citizens. The background to this is that an expansion of the electricity grid often takes years or decades and sometimes fails due to resistance from the local population. Electromobility, on the other hand, is growing much faster. During the conference, our speakers will show how electromobility can stabilise the grids and prevent them from being overloaded.
Selected international speakers
Renowned speakers will shed light on the focus topics of the conference.
Sebastian Lahmann
Head of the Implementation Team at the National Charging Infrastructure Control Centre
NOW GmbH
Robin Berg
Director
We Drive Solar
Jorg van Heesbeen
CBO
Jedlix
Esben Hvid Gürcüoğlu Jørgensen
Lead Data Scientist
Clever A/S
Eduard Castañeda Mañé
Chief Innovation Officer
WBC Wallbox Chargers Deutschland GmbH
Marc Mültin
Founder & CEO
Switch EV
Marco Piffaretti
Co-Founder & President
Sun2Drive
Sebastian Schaule
Manager Political Affairs
Octopus Energy
Markus Halder
Programme lead load management
SBB Schweizerische Bundesbahnen AG
Sylvie Römer
Managing Director
ChargeHere GmbH
Veronika Brandmeier
Head of Corporate Strategy
The Mobility House AG
Martin Beuse
Director Battery Business
E3/DC GmbH
Philippe Vangeel
AVERE – The European Association for Electromobility
M. Sc. Jan Figgener
Head of Department Grid Integration and Storage System Analysis
RWTH Aachen University, Institute for Power Electronics and Electrical Drives
M. Sc. Christopher Hecht
Grid integration of batteries and storage system analysis
RWTH Aachen University, Institute for Power Electronics and Electrical Drives
Markus Hackmann
Managing Director
P3 automotive GmbH
Interactive exchange between business and science
Each agenda session ends 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.
When the topic of bidirectional charging as the future of electric mobility is discussed, 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.
Using the Open Charge Point Protocol (OCPP) version 2. 0, back-end operators, aggregators and energy companies can interconnect the individual electric vehicles capable of regenerating power 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 control power market for electric vehicles so that they too can provide control power in the same way as stationary storage facilities.
In order to bring these concepts to market maturity, there are still issues to be discussed around battery ageing, regulation, digital resilience and (open) protocols.
This means that OEMs (vehicle manufacturers), grid 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 also ecological point of view, it seems extremely attractive to use unused or hardly used and expensive energy storage capacities for grid stabilisation of the electric power 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 addressed at the V2G conference offered here.
The conference will take place parallel to the international Advanced Battery Power conference. The English-language keynote lectures as well as the exhibition and poster session are equally accessible to both groups of participants. It is even possible to attend the parallel sessions of the other conference.
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