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Alicia  Cai's picture
Market Research Consultant Tecloman

An enthusiastic energy storage professional with 5 years of experience in renewable energy research and consulting at the company, non-profit, and university. I am currently working at Tecloman...

  • Member since 2021
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  • Sep 2, 2021 8:12 pm GMT
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Check the latest article I wrote if you are interested in whether an electric vehicle battery can be used as a home battery on daily basis. The following discussions are covered: 

  • The cost of battery and electric vehicle degradation

  • Vehicle-to-Home (V2H) and Vehicle-to-Grid (V2G) technology

  • A cost-benefit analysis on selling electricity to the grid through electric vehicle

Comment in the article and let me know your thoughts!

Alicia  Cai's picture
Thank Alicia for the Post!
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Matt Chester's picture
Matt Chester on Sep 2, 2021

V2G and V2H is still too early-- but the possibilities are still exciting. We've never seen this level of energy storage technology deployed and distributed everywhere as the EV penetration will soon be. 

Alicia  Cai's picture
Alicia Cai on Sep 8, 2021

Well said, Matt! I very much look forward to the near future with V2G and V2H integration, as well as how the deployments will contribute to the Internet of Energy and smart grid. 

Jens Dalsgaard's picture
Jens Dalsgaard on Sep 3, 2021

A recent ph.d. project has basically cancelled the worries for V2G causing premature degradation to the batteries.

Empirical Capacity Measurements of Electric Vehicles Subject to Battery Degradation From V2G Services

This leaves the road to implementing V2G to being a technological challenge. And this is doable. We're working on it.

Bob Meinetz's picture
Bob Meinetz on Sep 4, 2021

Jens, I think you're misunderstanding the purpose of the study. From the abstract:

"To this end, an extensive method for measuring the battery capacity of series produced electric vehicles (EVs) via the DC charge port was developed."

Remaining battery capacity of EVs is measured from internal electronics and is typically displayed on the vehicle's console. Some cars (Nissan LEAF, others) are equipped with a diagnostic port from which owners can retrieve a detailed analysis of the state of charge (SOC) and remaining capacity of each cell. For owners of fleet vehicles, measurement would require connecting to this port for each car in the fleet to be able to relay capacity data to a utility.

The author has discovered a way to make this information available from the charge port, so the utility would be able to determine how much capacity remained for the entire available fleet whem they are being charged. Connection to the diagnostic port is unnecessary, resulting in a significant savings of maintenance effort and expense. 

The repeated cycling of any electrochemical battery degrades capacity, whether it's charging by V2G or charging it every night. So yes - V2G will degrade battery capacity faster than if a vehicle's owner uses it for driving alone. Whether the owner worries about it or not, he can expect reduced battery life from helping his utility meet electrical demand - another casualty of attempting to power an electrical grid with unreliable, intermittent renewable energy.

Alicia  Cai's picture
Alicia Cai on Sep 8, 2021

Thanks for the insightful comment, Bob! Yes, V2G and the corresponding charging and discharging cycles will definitely cause higher than daily use battery degradation. I wrote the article above with the intention of capturing the cost and benefit analysis for a typical electric vehicle user. With the degradation cost in mind, will the user still choose to help his utility meeting the electric demand? If not, the local authority should develop some incentive plans to encourage the user to do so. California has already included V2G in its SGIP, we shall see if there are future developments in other states. 

Bob Meinetz's picture
Bob Meinetz on Sep 13, 2021

Alicia, California has included a lot of things in its SGIP and its Integrated Resource Plan (IRP) that make no sense for cutting carbon emissions, and a lot of sense for improving profits for members of our state's influential gas lobby (Shell, ExxonMobil, Chevron).

V2G is one of them. The best efficiency analysis I can find for V2G is ~60%, round trip, meaning V2G would waste 40 billion cubic ft. of fuel at our gas-fired power plants, for every 60 billion cubic ft. that actually created electricity for customers. Which arrangement would be more profitable for Shell?

Jens Dalsgaard's picture
Jens Dalsgaard on Sep 3, 2021

An article on addressing the V2G challenges and opportunities:

How Volue Will Help Power and Car Companies Tap Into Distributed Energy Resources

Alicia  Cai's picture
Alicia Cai on Sep 8, 2021

Thanks for sharing, Jens!  As a form of small-scale renewables, V2G definitely shares the benefits of providing independent power to the grid and improving grid resiliency, and the challenges of grid coordination and electricity fluctuation. 

Matt Chester's picture
Matt Chester on Sep 9, 2021

It's interesting that you refer to V2G as a small-scale renewable-- I don't know how real that would be in practice. The amount of clean energy stored in an EV (minus the inefficiencies of storage and transferring back and forth) is based on how clean the energy that charged it was. If there are sites with on-site solar that provide the bulk of the energy needed to charge vehicles/fleets, that's one thing. But for the majority the energy would be coming from the same grid that still has coal and gas feeding into it, right? 

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