Of course, you can easily overcome that.
For example, it can be set that only a certain part of the total battery capacity is available for possible feed-in, for example 25%.
Or you can link reservations to returns. If you reserve a car for a ride, that specific car can of course be temporarily removed from the return pool.
There is also not much point in making, for example, 90% of the battery capacity available. The cars probably can’t feed back fast enough to deliver that much of the battery capacity back to the grid in the time frame of an energy dip. These often last, for example, 1-3 hours. Cars generally only have lightweight bi-directional converters built into them. It is therefore mainly the power that the bi-directional inverter can supply that determines how much energy can be supplied during such a dip, rather than the battery capacity.
Moreover, this is about the bigger picture, not about individual cars. After all, a car that is on the road cannot be charged or returned. Suppose that those 500 cars, an average of 350 cars are connected to a charging station (the energy demand is often in the evening, when people are mainly at home) and suppose that each car can supply 16A (3.7 kW), then the pool of 350 cars can thus supplying 1.3 MW to the local grid to supplement shortages.
If we assume an energy dip of a maximum of 3 hours and a bi-directional inverter that can supply 3.7kW, you can also calculate that there is little point in reserving more than 11kWh of battery capacity from the available cars for the (in advance plannable) return moment. I believe a Renault 5 has a 40 or 50 kWh battery pack. This means that only 20 to 25% of it needs to be made available.
After the energy dip, the cars can start charging again.
[Reactie gewijzigd door Badderbeest op 27 november 2024 11:22]
Let’s Charge Up: The Electric Car Revolution
Well, folks, if you’ve ever thought about how we can make the best use of those electric cars parked silently in our driveways, you’re in for a laugh—or perhaps a sobering thought! Imagine a world where our trusty Renault 5s and other electric ride roll into the local grid and save the day. It’s like those superhero films, but instead of capes, they wear chargers!
Now, let’s talk batteries, shall we? Picture this: you’ve got a 50 kWh battery in your Renault 5, and you want to take advantage of it during an energy dip. But hold your horses—because as it turns out, only about 20 to 25% of that baby needs to be set aside for those brief sputters of energy shortage. Why? Because when those dips last only 1 to 3 hours, your car isn’t going to single-handedly power the entire neighborhood. It’s more like that friend who claims to be the life of the party but only shows up when the pizza rolls are out!
So, let’s do some simple math because I need to perk you up just as much as I might need my morning coffee! Let’s say you have 350 electric vehicles parked at a charging station, each pumping out a splendid 3.7 kW—hey, that’s an easy 1.3 MW feeding back into the grid! But here’s where it gets fun. If you have reservable cars—one car reserved means that lovely chunk of energy is temporarily out of the grid’s reach. It’s like training for a marathon but only running when it suits you, eh?
But wait! You’re thinking about reserving all that battery capacity. Stop right there! You wouldn’t order box after box of pizza if your mates are only up for one slice, would you? So, only reserve what’s adequate for those planned energy dips, and leave the rest for your next joyride. After the energy emergency, those cars can happily charge back up—like they’re running off to the buffet after a diet!
The argument here isn’t merely about individual vehicles but rather about a beautifully orchestrated system. It’s all about teamwork among cars! Do we want them playing the solo artist as they zip around town, or do we want the entire ensemble to kick in during grid emergencies? It’s akin to having an all-star cast in a film about a power crisis—lots of drama, but if the script isn’t right, we’re just left with awkward silences.
To wrap it all up neatly like my best dad jokes, electric cars and their battery capacities are the new superheroes battling energy dips. They might not be saving the world, but they sure as heck are making sure our lights stay on when the grid’s feeling under the weather. So, let’s keep things charged, shall we? With a little foresight and some clever planning, we can ensure those peppy little cars don’t just zip around but also give back! Cheers to that, and may your Renault always have a little juice to spare!
Of course, you can easily overcome that.
For example, it can be set that only a certain part of the total battery capacity is available for possible feed-in, such as 25%. This allows for a controlled approach to energy management while still being able to provide necessary support to the grid during peak demands.
Additionally, you can link reservations to returns, ensuring that if a specific vehicle is reserved for a ride, it is temporarily excluded from the return pool. This system prevents overcommitting available resources and enhances service efficiency.
There is also not much point in making, for example, 90% of the battery capacity available. The reality is that vehicles are typically unable to feed back electricity quickly enough to utilize such a large portion of their battery capacity during brief energy dips, which typically last around 1-3 hours. Consequently, the power output that the lightweight bi-directional inverters installed in cars can provide is a significant factor that limits the amount of energy reclaimed during these short intervals, rather than simply the total battery capacity.
Moreover, this discussion focuses on the bigger picture, emphasizing collective vehicle contributions rather than those of individual cars. After all, a car that is actively being driven cannot simultaneously be charged or returned. For instance, if we consider a fleet of 500 cars, with an average of 350 vehicles connected to a charging station, the energy demand peaking in the evening will coincide with user activity at home. If each car is capable of supplying 16A (3.7 kW), this collective network of 350 cars can provide an impressive total of 1.3 MW to the local grid to help mitigate any energy shortages.
If we assume an energy dip of a maximum of 3 hours and a bi-directional inverter capable of supplying 3.7 kW, calculations show that reserving more than 11 kWh of battery capacity from the available cars for the (in advance plannable) return moment is redundant. For context, a model like the Renault 5 features a battery capacity of 40 or 50 kWh, meaning that only about 20 to 25% of its capacity would need to be reserved to meet demand effectively.
After the energy dip, the cars can start charging again.
[Reactie gewijzigd door Badderbeest op 27 november 2024 11:22]
