Gong Mengze. A few days ago, the National Development and Reform Commission and other departments issued the "Implementation Opinions on Strengthening the Integration and Interaction of New Energy Vehicles and Power Grids" (hereinafter referred to as the "Opinions"), which clarified the time nodes and work objectives for the standard system, supporting electricity prices and market mechanisms for vehicle-network interaction.
The so-called vehicle-network interaction refers to the interaction of energy and information between new energy vehicles and the power grid through charging and discharging devices, and electric vehicles can not only charge off-peak, but also send power to the power grid in reverse to achieve auxiliary peak regulation. Vehicle-to-network interaction will not only "encrypt" the existing charging facilities, so that electric vehicle users can obtain additional ancillary services and benefits such as peak-to-valley price difference income through electricity market transactions, but also realize the economic effect of making money while using the car, and further promote the development and popularization of new energy vehicles.
The author observes that in recent years, China has made positive progress in the formulation and promotion of time-of-use electricity prices for charging peaks and valleys, the aggregation of vehicle-network interactive resources to participate in auxiliary services, and the feasibility of two-way charging and discharging technology.
As of 2023, the number of new energy vehicles in China will be about 20 million. In addition, the number of charging piles in China has exceeded 8.26 million, of which private charging piles account for about 70%. Judging from the available data, China has basically built a charging service guarantee network that focuses on charging in destination scenarios such as communities, supplemented by power replenishment in other scenarios. When the number of new energy vehicles reaches 50 million, the scale effect will be more prominent, and the industry will take "station + terminal" as the link to deeply link "car-battery-energy-user", which has become one of the largest application scenarios of the industrial Internet.
In terms of market prospects, it is estimated that by 2030, it will take 1200 million kilowatts of energy storage adjustable power, when there are 30 million electric vehicles connected to the grid through 7 kilowatts of piles, the adjustable power will reach 2100 million kilowatts. As early as 2022, NIO battery swap stations have participated in the peak-to-valley regulation of Zhejiang's power grid, becoming the first car company in China to connect to the State Grid regulation virtual power plant. In foreign countries, Tesla's energy storage business and C-end PowerWall user energy storage have also been connected to the grid for reverse transmission, ** at $2 kWh. Based on this, there is considerable potential application and economic value in terms of e-mobility and grid convergence.
It should be pointed out that the vehicle-network interaction, which is expected to become a new outlet for the development of the new energy vehicle and energy storage industry, still needs to break through many constraints, such as the immature vehicle-network interaction technology system and application scheme, the lack of key technical standards, and the incomplete coverage of charging peak and valley time-of-use electricity prices. The author believes that it should be strengthened and supplemented from three aspects: tackling key core technologies, establishing a standard system and improving market mechanisms.
The first is to jointly promote the core technology research of vehicle-network interaction, and further promote the technological progress of long-life and high-frequency charge-discharge batteries. Specifically, it is necessary to increase the cycle life of the power battery to 3,000 times or more on the basis of not significantly increasing the costOvercome battery safety prevention and control technology under high-frequency bidirectional charging and discharging conditions;Develop high-reliability, high-flexibility, low-energy consumption vehicle-to-network interactive system architecture and bidirectional charging and discharging equipment.
The second is to speed up the establishment of a vehicle-network interaction standard system, and systematically strengthen the support and guarantee capabilities of power grid enterprises. Continuously improve the standard and specification system of vehicle-network interaction, and guide market players to carry out technological innovation. In addition, whether it is network-to-vehicle charging or vehicle-to-network feeding, the charging facility side is relatively easy to implement. However, for the power grid side, if you want to realize the grid-connected metering of electricity through reasonable algorithms and mechanisms, and then cooperate with the feeding demand of massive vehicles, and achieve active management of electricity load, it still needs to be further explored and studied by power grid enterprises.
The third is to optimize the electricity price mechanism and explore and carry out a comprehensive demonstration of two-way charging and discharging. When vehicle-network interaction becomes the norm, the number of charging and discharging cycles of the power battery will be greatly increased, which may lead to problems in safety management, battery attenuation loss, and the "economic account" of profits. Therefore, it is necessary to make full use of the time-of-use electricity price mechanism for residential charging peaks and valleys, and continue to optimize it. At the same time, we will create a number of pilot demonstration projects for bidirectional charging and discharging, explore sustainable business models, and form typical models and experiences that can be replicated and promoted.
Cover |Station cool Hailuo production |Zhang Wenling