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With declining technology costs and increasing renewable deployment, energy storage is poised to be a valuable resource on future power grids — but what is the total market potential for storage technologies, and what are the key drivers of cost-optimal deployment?

In the latest report from the Storage Futures Study (SFS), Economic Potential of Diurnal Storage in the U.S. Power Sector, NREL analysts Will Frazier, Wesley Cole, Paul Denholm, Scott Machen, and Nate Blair, describe significant market potential for utility-scale diurnal storage (up to 12 hours) in the U.S. power system through 2050. They found storage adds the most value to the grid and deployment increases when the power system allows storage to simultaneously provide multiple grid services and when there is greater solar photovoltaic (PV) penetration.

“We find significant market potential for diurnal energy storage across a variety of modeled scenarios, mostly occurring by 2030,” said Will Frazier, National Renewable Energy Laboratory (NREL) analyst and lead author of the report. “To realize cost-optimal storage deployment, the power system will need to allow storage to provide capacity and energy time-shifting grid services.”

The SFS — led by NREL and supported by the U.S. Department of Energy’s (DOE’s) Energy Storage Grand Challenge — is a multiyear research project to explore how advancing energy storage technologies could impact the deployment of utility-scale storage and adoption of distributed storage, including impacts to future power system infrastructure investment and operations.

Expanded Capabilities to Model Storage Potential

For this work, researchers added new capabilities to NREL’s Regional Energy Deployment System (ReEDS) capacity expansion model to accurately represent the value of diurnal battery energy storage when it is allowed to provide grid services — an inherently complex modeling challenge. Cost and performance metrics focus on Li-ion batteries because the technology has more market maturity than other emerging technologies. Because the value of storage depends greatly on timing, ReEDS simulated system operations every hour.

NREL researchers used ReEDS to model two sets of scenarios — one that allows storage to provide multiple grid services and one that restricts the services that storage can provide. All the scenarios use different cost and performance assumptions for storage, wind, solar PV, and natural gas to determine the key drivers of energy storage deployment.

Installed Storage Capacity Could Increase Five-Fold by 2050

Across all scenarios in the study, utility-scale diurnal energy storage deployment grows significantly through 2050, totaling over 125 gigawatts of installed capacity in the modest cost and performance assumptions — a more than five-fold increase from today’s total. Depending on cost and other variables, deployment could total as much as 680 gigawatts by 2050.

Chart courtesy of NREL — grid-scale U.S. storage capacity could grow five-fold by 2050.

Chart courtesy of NREL — grid-scale U.S. storage capacity could grow five-fold by 2050.

“These are game-changing numbers,” Frazier said. “Today we have 23 gigawatts of storage capacity, all of which is pumped-hydro.”

Initially, the new storage deployment is mostly shorter duration (up to 4 hours) and then progresses to longer durations (up to 12 hours) as deployment increases, mostly because longer-duration storage is currently more expensive. In 2030, annual deployment of battery storage ranges from 1 to 30 gigawatts across the scenarios. By 2050, annual deployment ranges from 7 to 77 gigawatts.

System Flexibility Key to Storage Deployment

To understand what could drive future grid-scale storage deployment, NREL modeled the techno-economic potential of storage when it is allowed to independently provide three grid services: capacity, energy time-shifting, and operating reserves.

  • Blue — Energy Time-Shifting & Operating Reserves (No Firm Capacity From Storage)
  • Black — Firm Capacity & Energy Time-Shifting (No Operating Reserves From Storage)
  • Green — Firm Capacity & Operating Reserves (No Energy Time-Shifting From Storage)

NREL found not allowing storage to provide firm capacity impacts future deployment the most, although not allowing firm capacity or energy time-shifting services can also substantially decrease potential deployment. Operating reserves, on the hand, do not drive the deployment of storage within the study because they find limited overall market potential for this service.

Storage and Solar Symbiosis

Multiple NREL studies have pointed to the symbiotic nature of solar and storage, and this study reinforces that relationship. More PV generation makes peak demand periods shorter and decreases how much energy capacity is needed from storage — thereby increasing the value of storage capacity and effectively decreasing the cost of storage by allowing shorter-duration batteries to be a competitive source of peaking capacity. NREL found over time the value of energy storage in providing peaking capacity increases as load grows and existing generators retire.

Solar PV generation also has a strong relationship with time-shifting services. More PV generation creates more volatile energy price profiles, increasing the potential of storage energy time-shifting. Like peaking capacity, the value of energy time-shifting grows over time with increased PV penetration.

Next Up in the Storage Futures Study

The SFS will continue to explore topics from the foundational report that outlines a visionary framework for the possible evolution of the stationary energy storage industry — and the power system as a whole.

The next report in the series will assess customer adoption potential of distributed diurnal storage for several future scenarios. The study will also include the larger impacts of storage deployment on power system evolution and operations.

Visit the Storage Futures Study page for more information about the broader study, and learn more about NREL’s energy analysis research.

Learn More in June 22 Webinar

Join a webinar from 9 to 10 a.m. MT on Tuesday, June 22, to learn more about SFS results with Will Frazier and Nate Blair and hear from SFS analyst Paul Denholm on the visionary framework for the possible evolution of the stationary energy storage industry, outlined in the first report in the series. Register to attend.

Article courtesy of NREL, the U.S. Department of Energy.

Image courtesy of 8minute Solar Energy, plus Energy storage project.


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Switzerland put vertical solar panels on a roadside retaining wall

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Switzerland put vertical solar panels on a roadside retaining wall

A canton in Switzerland commissioned a project in which solar panels were attached vertically to a roadside retaining wall.

The canton of Appenzell Ausserhoden in northeastern Switzerland is aiming to generate at least 40% of its electricity from renewables by 2035. So, it exercised a little creativity and covered a roadside retaining wall with 756 glass-glass solar panels.

The panels have an output of 325 kW and an energy yield of around 230,000 kWh annually. This is equivalent to the consumption of about 52 Swiss households. The energy will be fed into the grid of energy supplier St. Gallisch-Appenzellische Kraftwerke, and the canton will get a feed-in tariff in return.

German mounting system provider K2 Systems and Swiss contractor Solarmotion installed the vertical system on the 75-degree retaining wall. The panels were anchored on a mounting rail with HUS screw anchors, and Lichtenstein-based Hilti provided mechanical dowels. 

The PV system was anchored on and in the masonry using an adhesive technique. An anchoring depth of a maximum of 90 mm could not be exceeded so that the retaining wall would not be adversely affected.

Due to the close proximity to the asphalt, the solar panels’ components are subject to exceptional corrosion requirements and are anodized for protection. Indirect components are made of aluminum – only the screw anchors are made of stainless steel.

K2 Systems says that “especially in the winter months (when consumption and dependence on foreign electricity imports are at their highest), the vertically aligned modules will achieve a very good electricity yield.”

Electrek’s Take

This isn’t a big project, but it’s a delightfully creative one, which is why it caught my eye. A retaining wall is dead space, and snow will slide off the panels in Swiss winters.

We at Electrek love it when solar is installed in intelligent and inventive ways. Warehouse rooftops? Cover them. Highway medians? Canal covers? Box stores? Put solar on them. It just makes sense.

Read more: In a US first, California will pilot solar-panel canopies over canals

Photo: K2 Systems


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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisers to help you every step of the way. Get started here. – ad*

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Doroni’s all-electric flying car gets flight certified in the US

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Doroni's all-electric flying car gets flight certified in the US

Flying electric cars are not just for sci-fi movies. Miami-based Doroni Aerospace announced Friday its all-electric flying car, the Doroni H1, received official FAA Airworthiness Certification. And the best part – it’s designed to fit in your garage.

Doroni’s all-electric flying car gets FAA-certified

Doroni claims to be the first company to test manned flights with a 2-seater flying electric car in the US. The Doroni H1 took flight earlier this year.

CEO Doron Merdinger successfully piloted the personal electric vertical takeoff and landing aircraft (eVTOL) this summer. Merdinger said receiving the flight certification “is not just a milestone for our company, but a leap forward for the entire field of personal air mobility.”

He says the electric flying car “is poised to redefine urban transportation.” Doroni’s aircraft has already received over 370 pre-orders as the startup wraps up funding efforts.

Powered by ten independent propulsion systems, the all-electric flying car has a claimed top speed of 140 mph (100 mph cruising speed) and 60 miles range. Its unique design ensures stability during flight.

all-electric-flying-car
Doroni’s electric flying car (Source: Doroni)

It includes four ducts containing two e-motors with patented ducted propellers. Eight are for vertical flight with an additional “two pushes.”

The two-seater aircraft is designed to fit inside a two-car garage at 23 ft in length and 14 ft in width. It also features fast charging (20% -80%) in under 20 minutes.

all-electric-flying-car
Doroni’s electric flying car prototype (Source: Doroni)

Electric flying cars coming to a dealership near you

Doroni’s all-electric flying car is semi-autonomous, meaning you can guide it to different levels. A controller stick is used to push you forward, backward, or to the side.

all-electric-flying-car
Doroni H1 interior control stick (source: Doroni)

Who would buy one of these? Doroni says one of its customers is a doctor who wants to use the aircraft to skip traffic on their way to work. However, you will need a certification. It requires at least 20 hours of experience, 15 inside the aircraft and another five solo.

Merdinger says the biggest use case for eVTOLs will be for air taxis or ride-sharing. Doroni aims for a different market though.

all-electric-flying-car
Doroni electric flying car concept (Source: Doroni)

The company says there is enough space to fly everywhere, especially in suburban areas. Doroni’s all-electric flying car is designed for more than just getting you from point A to point B. It allows you to “enjoy nature,” according to Merdinger.

Doroni expects to build about 120 to 125 units by 2025 or 2026. Eventually, the Miami-based startup plans on scaling to produce 2,500 eVTOLs annually. You can learn more about the electric flying car on Doroni’s website.

first-flying-electric-car-dealerships
(Source: Alef Aeronautics)

The company is the latest to receive the flight certification. Alef’s Model A was the first electric flying car to get certfied in June.

Alef said it had 2,500 pre-orders in July. The orders include 2,100 from individuals and 400 from businesses, including a California car dealership.

Electrek’s Take

Are electric flying cars going to take over road transportation? Not necessarily. At least not anytime soon.

Doroni and Alef are both working on niche markets, which makes the most sense for the time being. At the same time, the companies are pushing forward another sustainble means of transport.

As Merdinger explained “this is just the beginning,” as the technology advances.

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Rivian already has a patent on Tesla’s Cybertruck ‘range extender’

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Rivian already has a patent on Tesla's Cybertruck 'range extender'

Tesla delivered the first Cybertrucks yesterday, and with that delivery event came the revelation that in order to get the range it promised, the Cybertruck needs a separate battery pack in the bed. But a similar battery pack system was already patented years ago, by one of Tesla’s competitors in the electric pick-up space.

Tesla’s Cybertruck website included a revelation about a feature that wasn’t mentioned in its presentation: a “range extender,” in the form of an additional battery pack in the truck bed which expands the truck’s range.

It’s an interesting solution, and we don’t know all the details of it yet. We don’t know the cost, the weight, how it will be installed and uninstalled, or whether it even can be uninstalled.

The battery pack is intended to be used “for very long trips or towing heavy things up mountains,” according to Tesla CEO Elon Musk. It takes up about a third of the truck bed, as can be seen in a photo posted on Tesla’s Cybertruck site.

Tesla Range extender battery pack

So, there’s still room for cargo, just not the full 6 feet of bed length that Tesla says the Cybertruck has.

But the fact that it was described as being used only “for very long trips or towing heavy things up mountains” suggests that it will be removable, since most people don’t do that sort of thing every single day.

Making it removable is actually a good solution, because it can lower prices, make packaging easier, and improve efficiency for vehicles that simply don’t need a ridiculously enormous 470-mile battery – and most drivers don’t need that.

And if it is removable, well, there’s already a patent on that.

In 2019, electric truck maker Rivian filed a patent for a “removable auxiliary battery” that would fit into the front third-or-so of the truck bed. This patent was granted in 2020, so Rivian currently has a patent on this technology.

The patent is described as:

An electric vehicle system for transporting human passengers or cargo includes an electric vehicle that includes a body, a plurality of wheels, a cargo area, an electric motor for propelling the electric vehicle, and a primary battery for providing electrical power to the electric motor for propelling the electric vehicle. An auxiliary battery module is attachable to the electric vehicle for providing electrical power to the electric motor via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector. The auxiliary battery module can be positioned in the cargo area while supplying power to the electric motor, and can be removable and reattachable from the electric vehicle. The auxiliary battery module includes an integrated cooling system for cooling itself during operation of the electric vehicle including a conduit therein for circulating coolant.

We aren’t patent lawyers here, but this sounds awfully similar to Tesla’s “range extender.” The obvious potential differences we can find are if the range extender doesn’t have integrated cooling, which is unlikely, or if the range extender isn’t removable, which doesn’t seem to jive with the statement that it is only for long trips or with the marketing showing it as an optional add-on (if that were the case, why not just offer different battery sizes?).

Tesla itself has many patents (and is still pursuing more of them), but has pledged not to “initiate patent lawsuits against anyone who, in good faith, wants to use its technology.” It announced this in a 2014 blog post, and followed up by saying that it thinks several companies are using its patents.

So next, the question is: is Tesla’s solution different enough to avoid Rivian’s patent protection? Has Tesla licensed the idea from Rivian, and we just haven’t heard about it yet? Or will Rivian return Tesla’s “good faith” and not initiate a patent lawsuit against Tesla, if it does feel like it has a good enough case to say that Tesla’s range extender infringes on its patent?

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