confidential. for internal use only. smud smart...
TRANSCRIPT
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CONFIDENTIAL. FOR INTERNAL USE ONLY.
Powering forward. Together.
Dwight MacCurdy
SMUD Smart Charging
Pilot Program
EPRI Infrastructure Working Council
March 28, 2012
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DOE Smart Grid Investment Grant
(SGIG) Acknowledgement
• Acknowledgement: “This material is based upon work supported by the Department of Energy under Award Number OE000214.”
• Disclaimer: “This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.”
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• 595,000 accounts
527,000 residential accounts
Peak demand of 3,299 MW in 2006
Service area population 1.4 million
~ 100,000 participants in SMUD’S Air Conditioning Load Management Program
~ 70,000 transformers
SACRAMENTO MUNICIPAL UTILITY DISTRICT
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SMART CHARGING PILOT PROGRAM:
RESEARCH DESIGN
• Up to 180 Participants in 3 or 4 treatment groups
• For 2012 -- 2 or 3 new experimental rate offerings
• Whole house EV TOU rate for Level 1 charging (not Level 2)
• Submetered EV TOU rate (not whole house) with demand charge penalty above 2 kW for charging during peak hours on event days (12 days) for Level 1 or Level 2 charging
• BUT, how can participants easily adjust to event-day dynamic pricing? What type of manual or automated control is needed in the car, or the EVSE, to make this effortless?
• Possibly one other submetered rate offering for L1 and L2
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$0
$10,000,000
$20,000,000
$30,000,000
$40,000,000
$50,000,000
$60,000,000
2011 -
(500 E
V's
)
2012 -
(1,0
00 E
V's
)
2013 -
(2,0
00 E
V's
)
2014 -
(5,0
00 E
V's
)
2015 -
(10,0
00 E
V's
)
2016 -
(15,0
00 E
V's
)
2017 -
(21,0
00 E
V's
)
2018 -
(30,0
00 E
V's
)
2019 -
(40,0
00 E
V's
)
2020 -
(51,0
00 E
V's
)
2021 -
(70,0
00 E
V's
)
2022 -
(90,0
00 E
V's
)
2023 -
(115,0
00 E
V's
)
2024 -
(140,0
00 E
V's
)
2025 -
(164,0
00 E
V's
)
2026 -
(194,4
000 E
V's
)
2027 -
(224,8
00 E
V's
)
2028 -
(255,2
00 E
V's
)
2029 -
(285,6
00 E
V's
)
2030 -
(316,0
00 E
V's
)
An
nu
al
Syste
m U
pg
rad
e C
osts
Year (Cumulative # EV's Installed)
Annual System Upgrade Costs for Residential Charging 100% Coincidence Except for Sequential Smart Charging
12 A.M. (6.6 KW)
2 A.M. (6.6 KW)
8 P.M. (3.3 KW)
12 A.M. (3.3 KW)8 P.M. (2.0 KW)2 A.M. (3.3 KW)
12 A.M. (2.0 KW)
2 A.M. (2.0 KW)MANAGED CHARGING
8 P.M. (6.6 KW)
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SMART CHARGING PILOT PROGRAM:
RESEARCH DESIGN
• For 2013 -- Submetered EV TOU rate with “managed” charging during the summer. Communicating EVSE provided at no or low cost for up to 60 participants.
• Shed signal from DRMS to EVSE
• Billing systems will be fully interoperable.
• Pricing info via gateway to EVSE in 2014
• SMUD DRMS will trigger load shed events for up to 12 days/summer that drops Level 2 EVSE load to 1. 4 kW during peak (Level 1 equivalent, 6A @ 240V)
• Summer peak from 2 pm to 2 am on critical days (12 event days, e.g. > 100 F)
• Summer peak from 2 pm to midnight on non-critical days (non-event days)
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SMART CHARGING PILOT PROGRAM:
RESEARCH DESIGN
CBA
7
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• Radio
8
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• Radio
9
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Communication Paths for EVSE with “Managed
Charging”: Dispatched by DRMS
• Radio
Zigbee
SEP1.1
Radio
in EVSE
Talks to EV
Submeter
To Receive
Load Shed
Commands
SEP1.1
over
Broadband:
Wifi Radio
In EVSE for
Shed Signal
through
HAN
Gateway 1/
Zigbee
2.0
Radio in
EVSE
with PLC
Bridge
To
Vehicle
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SMART CHARGING PILOT
AutoDR
through
DRAS
Server To
EVSE
DRAS
Client
with PLC
to PEV
FUTURE
Preferred
1/ Must Be SMUD Broadband Head End Software
“Direct To
Grid” SSN
Protocol
NIC Module
in EVSE for
Load Shed
Commands
with HCM
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Where Is the Win-Win for the Customer
and the Utility ?
• Leverage existing utility AMI infrastructure investment
• Encourage off peak charging – lowest cost of service
for all
• Convey pricing signals – transformer replacement
cost
• Allow for Customer choice – customer satisfaction
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Where Is the Win-Win for the Customer
and the Utility ?
• To minimize cost/complexity, the EVSE communications path is
tied to DRMS communications path – zigbee / SEP2.0 / PLC,
open standards, but with backups in mind
• Zigbee communications to EVSE represents the most ubiquitous
& flexible solution with AMI
• In the long run how do we simplify metering and maintain revenue
grade metrology? 3 meters? Primary meter, EV submeter, PV
submeter? Or, single integrated meter with multiple metrology
boards/circuits?
• SMUD direction -- PLC from EVSE to EV
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THANK YOU!
Dwight MacCurdy
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IWC – Atlanta, GA
March 28th, 2012
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 2
FACTS ABOUT DUKE ENERGY
150+ years of service4 million customers5 states: NC, SC, IN, KY, OHFortune 500$50 billion in assetsStock dividends for 80+ yearsTraded on NYSE as DUKDow Jones Sustainability Index
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 3
Utility testing through vehicle telematics
• In a lab test with Onstar, we were able to:• Determine the customer
preferences loaded in the vehicle
• Determine the current state of charge of the vehicle
• Determine which program the customer was enrolled in
• Reduce the charge of the vehicle to 1.2 kw, to match the output of the solar panels in the lab
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 4
Utility testing through an “intelligent” EVSE
• Use cases:• Start/Stop Commands• Curtailment Commands• Override Capabilities• Conflict Scenarios – Vehicle vs. EVSE
• Results:• Overall testing went well. Basic functionality worked as expected
• Preliminary Recommendations:• Provide customer override functionality• During a load shed event the EVSE should show an indication of the
event. • Ensure that DR functionality works independent of whether the vehicle
is tethered at the time the event is called
NOTE: the intelligent EVSE was tested against many more use cases than the testing done with Onstar. These preliminary recommendations should not be interpreted that the vehicle telematics solution is more robust than the intelligent charging station solution.
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 5
What is the right solution for a Utility and the Customer?
Challenges
Many car companies to considerOEM desire to answer simple question, “How much does it cost to charge”?Long term implications of telematics contracts expiring Proprietary / non standard interfaces communications
Challenges
Many EVSE companies to considerExternal sub metering is expensiveHigh cost of equipment, installation and communicationsProprietary / non standard interfaces communications
Car “Smarts” EVSE “Smarts”
Fusion
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 6
“Focus and simplicity. Simple can be harder than complex”- Steve Jobs
• In the near term, utilities should look for low cost, flexible solutions• Utilities have been managing the load of air conditioners for years with simple,
low cost commodity load control devices• As we move to two way communications and AMI, do we need a solution similar
to what the USB port was to the PC years ago?
• When possible, avoid a separate meter for PEV rates• Whole house TOU rates that incent PEV owners to charge on off peak hours• Challenge your rates department and PUCs to consider non-traditional metering
approaches
• Vehicle and EVSE OEMs should continue to innovate to further evolve the customer experience for PEV drivers• Onstar opening up their API’s to cultivate innovation in mobile applications and
customer experience
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 7
It seems like it was just yesterday…wasn’t it????
• Johnny Carson retires and Jay Leno became host of NBC Tonight Show
• The largest shopping mall in the US was constructed..."Mall of America"
• Sinéad O'Connor rips a photo of Pope John Paul II on Saturday Night Live, causing huge controversy.
• The Bodyguard, starring Kevin Costner and Whitney Houston, debuts in cinemas;
• Governor Bill Clinton became the 42nd President of the United States.
That was 20 years ago!!!We have time!!!!
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PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 8
Stay focused and stay engaged…we are making a difference!
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PEV PLC Communications(IEC/ISO, SAE Standardization)
Slav BerezinGeneral Motors
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PEV Communications topology
PEVHAN/EMS
Grid/Operators
EVSE(AC/DC)
Owner
PEV will be communicating with all!
Else
2March 28, 2012 Slav Berezin
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PLC standard• PLC is standardized as the primary PEV Communications protocol
– Utilities specified PLC as the most reliable solution (August 2008)• Association with EUMD/ESI is needed to offer EV services/tariffs
– OEMs have agreed to PLC as the international standard (May 2011)• PLC is absolutely required to facilitate communications with DC Off-board charger
– HomePlug GP has been selected by ISO/IEC (January 2012) and SAE (March 2012) as a PLC technology of choice.
• IEC/ISO and SAE are harmonizing on a single international PLC solution for PEV Communications– Premise is the same stack support PEV to EVSE/Utility communications and DC
Off-board Charging• Minimizes development and integration costs• Provides better economies of scale and ensures interoperability
– Provides simple uniformity to the utility industry for integration of PEV with their architectures
3March 28, 2012 Slav Berezin
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Layer
ISO/IEC to SAE documents mapping
1 Physical
2 Data Link
3 Network
4 Transport
5 Session
6 Presentation
7 Application
ISO/IEC 15118 Vehicle to grid communication interface
Part 1: General information and use-case definition
ISO/IEC 15118 Vehicle to grid communication interface
Part 2: Technical protocol description and Open
Systems Interconnections (OSI) layer requirements
ISO/IEC 15118 Vehicle to grid communication interface
Part 3: Wired physical and data link layer requirements
SAE J2836/1, J2836/2Use cases for Communications..
SAE J2847/1, J2847/2Communications Between Plug-in Vehicles and the Utility Grid, Off-Board DC Charger (Messages)
SAE J2931/4Broadband PLC Communication
for Plug-in Electric Vehicles
J2931/1Digital Communications for
Plug-in Electric Vehicles(Protocol)
TBD* (*J2931/1 or J2847/1 and /2)
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PEV PLC-based System Setup
PEV-EVSE communications link
PLCCellular/PLC/Wi-FiWi-MAX/ZigBee/…
5March 28, 2012 Slav Berezin
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Next steps• Power Utilities need to achieve consensus on the PEV PLC link
defined by SAE J2931/1, /4 and ISO/IEC 15118-2, -3 in designing their communications architectures– Harmonization of ISO/IEC utility communications with SEP2 needs to be
addressed
• EVSE Mfgrs will need to complete the communications link by providing the network bridge between the PEV and the Utility Communications Networks
• OEMs and Utilities need to collaborate on requirements and timing for pilot, implementation, and roll out of the PEV PLC standard protocol– Utilities and EVSE Mfgrs engagement in the development and implementation
process is critical
6March 28, 2012 Slav Berezin
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• Click to edit Master text styles
• Second level
EVSE CommunicationSecond level
• Third level
F th l l
Communication Solutions for
• Fourth level
• Fifth level Dave PackardUtilities
PresidentMarch 28, 2012
1
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Direct to Grid
ClipperCreek Silver Spring Network Solution
Utilit
• Click to edit Master text styles
• Second levelNeighboring meter
Neighboring
Utility Backhaul
Direct integration from Utility DR Program w / verification
Revenue Grade Metering
Utility
Second level
• Third level
F th l l
Neighboringmeter Robust Solution
Takes advantage of Utility SG
• Fourth level
• Fifth levelCustomermeter EVSE
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HAN Connection (ZigBee / Wi-Fi)
Direct integration from Utility DR Program w / verification
Utilit
• Click to edit Master text styles
• Second level
Utility Backhaul
In-Home Display
Revenue grade metering (?)
“Universal” solution
Takes advantage of Utility SG
Utility
Second level
• Third level
F th l l
y
• Fourth level
• Fifth levelCustomer
meterEVSE
HAN repeater
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Parallel Proprietary NetworkProprietary
Cloud Application
Proprietary Cloud
Application
Proprietary Cloud
Application
Proprietary Cloud
Application
Proprietary Cloud
ApplicationUtility
BackhaulProprietary Cloud Application UtilityUtilityUtility
• Click to edit Master text styles
• Second level
In-Home Display
Second level
• Third level
F th l lEVSE Customer
Meter
Neighboring Meter
Metering
• Fourth level
• Fifth level HAN Repeater“Universal” solution
Possible integration of utility DR w / verification
Home Possible tie to public infrastructureUtility not in control
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Cellular ConnectionUtility
Backhaul
Utility
Cell Service Provider
• Click to edit Master text styles
• Second levelIn-Home Display
Second level
• Third level
F th l lEVSENeighboring
Meter
• Fourth level
• Fifth level
CustomerMeter
EVSE
CustomerAppliance
Metering“Universal” solutionUtility controlled cloud
HAN Repeater
Home
Possible tie to public infrastructureDR w / verification
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Pager Network
Utility
• Click to edit Master text styles
• Second level
?
Second level
• Third level
F th l lEVSE
SimpleInexpensive“Universal” solution
• Fourth level
• Fifth level
CustomerAppliance DR w / o verification
No metering
HomeHome
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Options
Communication Options
900 mHz Proprietary
Metering Options
Revenue Grade
Control Options
Scheduling
• Click to edit Master text styles
• Second level
900 mHz Proprietary
Cellular
Wi-Fi
Revenue Grade
(?)
Removable
Scheduling
Rate schedule
User interfaceSecond level
• Third level
F th l l
ZigBee (?)
Ethernet
Other
Contained within EVSE
Utility Access
User home portal
• Fourth level
• Fifth level
Other y
Submeter
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Discussion
Develop a solution that has the most options possible, EVSE core unchanged from utility to utility
• Click to edit Master text styles
• Second level
Communications In
Communications Out
M t iSecond level
• Third level
F th l l
Metering
DR
Time of use control• Fourth level
• Fifth levelTime of use verification
Other
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• Click to edit Master text styles
• Second levelSecond level
• Third level
F th l lThank You
• Fourth level
• Fifth level
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Wireless Charging of Electric Vehicles Using
Strongly‐Coupled Resonance
Morris KeslerWiTricity Corporation
National Electric Transportation Infrastructure Working Council
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Outline
• Motivations• Introduction to WiTricity’s Technology
– Resonance– Coupling and Quality Factor
• Application to EV/PHEV Charging– System description– Performance– Issues
WiTricity Corporation 2IWC 2012
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In the Middle of the Night…
WiTricity Corporation 3IWC 2012
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WiTricity Corporation 4IWC 2012
From the Wall Plug to the DeviceApproaches to Wireless Energy Transfer
Omni-directional
Directed
Radiative techniques Induction
http://images.google.com/imgres?imgurl=http://opticsclub.engineering.ucdavis.edu/home_files/laser.jpg&imgrefurl=http://opticsclub.engineering.ucdavis.edu/&usg=__rExLLrlhpQfUIBZPSsxUkOrk-ss=&h=355&w=400&sz=25&hl=en&start=14&um=1&tbnid=uUYb6NlfsEzKvM:&tbnh=110&tbnw=124&prev=/images?q=laser&hl=en&rls=com.microsoft:*:IE-SearchBox&rlz=1I7DKUS&sa=N&um=1
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Add Resonance to the Picture
WiTricity Corporation 5IWC 2012
• Resonator:– Stores Energy– Energy oscillates between two modes (spatial, temporal, form, etc.)
– Examples: Pendulum, Quartz crystal, LC Circuit
• Coupled Resonators:– Coupling mediates energy exchange between resonators
– Efficient and selective energy transfer can be achieved
– Examples: Coupled pendulums, coupled waveguides (filters, switches)
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Coupled Resonators
WiTricity Corporation 6IWC 2012
• Described using coupled‐mode theory– Parameters: Coupling rate (κ), loss rate (Γ), resonant frequency
• Conditions for efficient energy transfer– “Similar” resonant frequencies– Coupling rate greater than loss rate
• Figure of Merit for system– U = κ/sqrt(Γ1Γ2) = k*sqrt(Q1Q2)– Optimum efficiency only a function of U
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Efficiency of Energy Transfer
WiTricity Corporation 7IWC 2012
( )2
221 1
U
Uη =
+ +
Optimum efficiency only a function of the figure-of-merit U
1 21 2
U k Q Qκ= =Γ Γ
where
Resonators with High Quality factor enable efficient energy transfer over distance.
50% at U=3
90% at U=20
Coupling and Q are important factors
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Using Magnetic Resonance
WiTricity Corporation 8IWC 2012
• Magnetic resonator– Simple example is a loop and capacitor
B
E
Coupled Magnetic Resonators
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WiTricity Corporation 9IWC 2012
A Multitude of Applications
Consumer Electronics
Medical Devices
LightingRobotics
Electric Vehicles
New applications are limited only by one’s imagination
Solar Power
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WiTricity Corporation 10IWC 2012
Residential Use Case
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Requirements for Wireless Charging of EV
• Power levels up to 3.3 kW (initially)
• High‐efficiency (90% end‐to‐end)• Tolerant to parking variations• Tolerant to variations in vehicle
ground clearance (vehicle loading, tire pressure, etc.)
• Safely operate with people in and around vehicle
• Satisfy EMC/EMI requirements
• Safe, unattended operation
WiTricity Corporation 11IWC 2012
Resonators designed for high Q and coupling, efficient power electronics
Efficiently operate over a range of magnetic coupling
EM fields below ICNIRP limits where accessible
Low radiated EM fields, Choice of frequency
Detection of foreign objects, Built-in temperature sensing
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WiTricity Corporation 12IWC 2012
System Components for Wireless EV Charging
RF AMP(DC‐RF)
AC/DC(PFC)
SourceResonator
DeviceResonator
AC/DC(Rect.)
Battery
MainsPower
Source Electronics
DeviceElectronics
BMS
Source Efficiency> 95%
Wireless Efficiency90 – 98.5%
Rectifier Efficiency> 99%
Control
AC Mains to Battery Efficiency of greater than 90% possible
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Tolerance to Offsets
WiTricity Corporation 13IWC 2012
SourceResonator
DeviceResonator
Direction of Travel
Parking Tolerance
Δx
Δy
Δz
Source Resonator
Device Resonator
Air-Gap Variations
Δx up to +/- 20 cmΔy up to +/- 10 cmΔz up to +/- 2.5 cm
Typical ranges:
Systems must operate at high efficiency over this range of offset.
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Magnetic Field Strengths
WiTricity Corporation 14IWC 2012
• Zone 1: Energy Transfer Region– Largest B field– No prolonged human exposure
• Zone 2: Under Vehicle Region– B rapidly decreasing– No prolonged human exposure
• Zone 3: Exterior Region– B < ICNIRP MPE– Unlimited human exposure
• Zone 4: Vehicle Interior– B < ICNIRP MPE– Unlimited human exposure
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Foreign Object Debris
• Magnetic field in energy transfer region (between coils) is large– Maximum field depends on coil design and size– Can cause heating of some metallic objects
• Examples of likely debris
WiTricity Corporation 15IWC 2012
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Detection of Foreign Object Debris
WiTricity Corporation 16IWC 2012
• Two Basic Approaches• Passive techniques:
– Reduce likelihood of FOD interacting hazardously with high magnetic fields.
– Large coils to reduce peak B field– Shaped structures
• Active techniques:– Detect and react to the presence of FOD.– Reduce power or interupt charging– Scales to higher power
• WiTricity prototype FOD detection system demonstrated– http://www.youtube.com/watch?v=my5fvOh15kg
http://www.youtube.com/watch?v=my5fvOh15kg
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WiTricity Corporation 17IWC 2012
Standard Capture Resonator
Standard Source Resonator
Rectifier
Integrated Power Supply(Level 2)
Standard Resonator Configuration(10-15cm or 15-20cm offset)
(1)
WiTricity Prototype System
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WiTricity 3.3 kW PrototypeOn‐Vehicle Installation , June 2010
IMS Workshop 2011 WiTricity Corporation 18
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Electric Smart Car Demonstration
IMS Workshop 2011 WiTricity Corporation 19
Source Coil on Floor
Device Coil mounted on Car
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Wireless Charging for EV/PHEV is Coming
IMS Workshop 2011 WiTricity Corporation 20
• High efficiency ( > 90%)• High power rates (3.3 kW and greater)• Power transfer over several tens of cm• “Robust” to: misalignment, weather, vehicle materials, building materials
• Safe operation in residential, commercial, and municipal configurations
Availability of wireless charging will increase adoption rates for EV/PHEV
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BMW CHARGING STRATEGY.EPRI IWC, ATLANTA 2012.
Cliff Fietzek, Manager connected e-mobility, March 26th, 2012
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Page 2
BMW CHARGING STRATEGY.MIGRATION INTO A GLOBAL SOLUTION.
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Page 3
AC1
Phase
Charging TimeCharging Power3,3kW 300kW
AC1 Phase plus (USA)
6,4kW
AC3 Phasen (Europa/China)
DC-HighDC-Low
AC1 Phase plus (USA / Japan)
19kW~6h ~4 min~3h ~1h
43kW~30min
100kW~15min
35kW~35min
J1772Combo 1
J1772Combo 1
BMW CHARGING STRATEGY – COMBINED CHARGING.CHARGING POWER AND CHARGING TIMES.
EU
USA
WW
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Page 4
BMW-CHARGING STRATEGY – COMBINED CHARGING.SCENARIOS.
AC1
Phase
Charging TimeCharging Power
mls / hour
3,3kW
DC-High
~6h100kW~15min
30kW~40min
At Home
Low Charging PowerAbout 6h
Cafe/ Supermarket
Medium Charging Power About 1h
„Fuel Station“
Higher Charging Power Less than 30 minabout 60 mls per15min
AC1
Phase
DC-Low
~16mls ~133mls ~400mls
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Page 5
BMW CHARGING STRATEGY.REDUCTION OF COMPLEXITY.
Do you want this?
AC DC There will be different charging modes with different Connectors
Solution: Combined Charging System( Combo-Charging )
Only one receptacle in the car for AC and DC.Same PLC link for AC communication and DC control.
For the Customer: supports all chargersEasy to handle
For the OEM: Easy to integrate Cost effective
Only one DC charging standard will ensure customer i f i !
BMW Solution!
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IMPLEMENTATION OF COMBO DC CHARGING
2010
Years
-First running BMW Combo System with type 2connectorand PLC (HP GP)communication for DC charge control
2011
2012
2013
- First Combo connectors available
- SAE Combo Standards finished
- German local DIN Standard finished
- Certified Combo Charger expected
- Sample Combo Charger available
- Combo system standardization
- EV’s with Combo System in the market
Page 6
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SAE TASK FORCE TIMING: COMBINATION CONNECTOR AND COMMUNICATIONS.
Page 7
SAE schedule yields draft standards by mid-April; usable by Task Force members
Yield final published standards by mid-July
2012Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
SAE J1772UL Combo TestingTask Force TopicHybrid Committee BallotAffirmation Ballot / SAE FormattingMVC BallotPublication
SAE PLC Test Complete (EPRI, ANL, others)SAE Task Force Topic & Survey ‐ DC Charging
J2847/2 (DC Charging)J2931/2, 3, 4 (PLC Protocol)Tabulate topic & survey results, review with task force
SAE Hybrid Committee Ballot ‐ DC Charging J2847/2 J2931SAE Formatting J2847/2 J2931
Publish J2931 doc(s) Techical Information Reports (TIR)MVC Ballot ‐ DC Charging (J2847/2 only) J2847/2
Publish J2847/2 Recommended Practice (RP)
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Seite 8
COMBO PARTNERSOEMs
Equipment Suppliers
Connector Suppliers Communications
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Cliff Fietzek, Manager connected e-mobility, March 26th, 2012
THANK YOU FOR YOUR ATTENTION.
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Arindam MaitraIWC Meeting
March 28, 2012
EPRI’s Utility Direct DC Fast Charger –Development, Testing, Demonstration
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2© 2012 Electric Power Research Institute, Inc. All rights reserved.
Utility Direct “Medium Voltage” Fast Charger
• Conventional DC Fast Charger needs a new three-phase service
– Three-phase transformer– Three primary conductors and
associated medium voltage fuses– Three high-current service conductors– 208/480 Vac DC fast charger– Overall efficiency (w xfmr) ~88-91%– Installation costs
• Utility Direct Fast Charger
– Combines service transformer and DC fast charger into one unit
– Needs only one primary conductor, no isolation transformer and no secondary conductors
– Overall efficiency >95%– Installation costs
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3© 2012 Electric Power Research Institute, Inc. All rights reserved.
Configuration of Utility Direct Fast Charger
M-level AFEAC-DC &Isolated DC-DC
DC-DC
Charger400-V
DC
2.4 or8 kV AC +
–
• HV components are enclosed within thepad-mounted enclosure
• AC input can be interrupted with high-voltage vacuum switch
• DC voltage can be interrupted with a DCcircuit breaker
• Charger output is Chademo compatible
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4© 2012 Electric Power Research Institute, Inc. All rights reserved.
Pad-Mount Case for Medium-Voltage AFE Converter and Isolated DC-DC Stage (Box-A)
Photograph of the case and internal circuits
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5© 2012 Electric Power Research Institute, Inc. All rights reserved.
Utility Direct Fast Charger with CHAdeMOInterface
DSP
board
Medium
Voltage
DC-DC
Charger
Vehicle
Side
Battery
Management
System
Interface
PC Display
Control
Console
1,7
2
4
GNDd1
d2
RDY
8
9
10
CAN+CAN–
5
6
PWR+
PWR–
IrefVref
CMD
2.4kV
rms
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6© 2012 Electric Power Research Institute, Inc. All rights reserved.
2.4KV 50kW Medium Voltage IUT Based DC Charger –Efficiency Comparisons
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7© 2012 Electric Power Research Institute, Inc. All rights reserved.
EPRI Web/Mobile Application
CAN Listener
EPRI Server
Charger
Android Tablet
• Provides user interface to the charger
• Sends DC charging data to the EPRI Server
Bluetooth
Instrumentation
2.4 kV AC
500 VDC
CAN Bus
AC Charging Data
DC Charging
Data
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8© 2012 Electric Power Research Institute, Inc. All rights reserved.
Demo in Knoxville @March 6-7, 2012
• Medium Voltage IUT DC Fast Charger
– Fully functional 1-phase 2.4KV 45KVA IUT DC Fast charger (FC) system with the CHAdeMOcommunication protocols (CAN)
• Why is it valuable?– Utility owned asset for fast charging– Provide customers with a variety of
products and services that go “beyond the meter”
– Reduced energy losses versus conventional chargers
– Reduced weight versus fast chargers using conventional transformers
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9© 2012 Electric Power Research Institute, Inc. All rights reserved.
Installation Options
• Conventional FC installation
– Option 1: Underground installation (pad-mount)
– Option 2: Overhead installation (pole-mount)
• Medium Voltage FC installation (pad-mount)
The objective is to compare cost of installing a 480 Vac fast charger vs an EPRI MV fast charger
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10© 2012 Electric Power Research Institute, Inc. All rights reserved.
480 Vac Fast Charger vs MV Fast Charger Installations
480 Vac Fast Charger Installation – Option 1 480 Vac Fast Charger Installation – Option 2
Medium Voltage Fast Charger Installation
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11© 2012 Electric Power Research Institute, Inc. All rights reserved.
Key Installation Components
480 Vac FC (Option 1) 480 Vac FC (Option 2) EPRI MVDC FC3 long primaries (135 ft) 3 short primaries (5 ft) 1 long primary (135ft)1 three-phase 75 kVA pad-mount xfmr (13.8 kV/480 Vac)
3 single-phase 25 kVA pole-mount xfmrs(7.32kv/277 Vac)
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Excavation, foundation, concrete pad, MV terminations
- -
4 underground service conductors (10ft) + 2underground DC service conductors (10 ft)
4 overhead service conductors (110 ft) + 2underground DC service conductors (10 ft)
2 underground DC service conductors (10 ft)
Trenching, conduits Some trenching, conduits Trenching, conduits
480 Vac service panel+ Secondary side metering
480 Vac service panel+ Secondary side metering
Primary side metering
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12© 2012 Electric Power Research Institute, Inc. All rights reserved.
Installation Cost
480 Vac FC (Option 1)
480 Vac FC (Option 2)
EPRI MVDC FC
Primaries $3937 $261 $1399
Transformer(s) $14776 $3638
Service conductor $752 $2284 $378
Service Panel $350 $350
Metering $365 $365 $1500
Foundation Cost for FC Main Box $3272 $3272 $3272
Total Cost $23452 $10170 $6549
* Approximate costs – these do not include unit price of the fast charger
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13© 2012 Electric Power Research Institute, Inc. All rights reserved.
Where this Technology Makes Sense
• Utilities who want to provide fast charging capability directly from their distribution system. This could be especially useful in dense cities where you place fast chargers that aren't hosted by a business
• Businesses could install Intelligent Universal Transformer (IUT) technology, as their building transformer and conveniently add fast charging service (and also integrate their onsite solar, energy storage, and building energy management system). This would help in managing the high peak loads of the DC charger and the impact both on the utility and to a business' own cost of service, specifically by reducing demand charges
• DC fast charging technology has the potential to significantly increase the range and versatility of battery electric vehicles, enhancing their commercial appeal
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14© 2012 Electric Power Research Institute, Inc. All rights reserved.
TVA iMieV CHARGING (Charging Event #1)March 6th, 2012
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15© 2012 Electric Power Research Institute, Inc. All rights reserved.
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16© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – iMieV
Time (minute)
Cha
rgin
g P
ower
(kW
)
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17© 2012 Electric Power Research Institute, Inc. All rights reserved.
Battery Capacitor and State-of-Charge – iMieV
Time (minute)
Bat
tery
Cap
acity
(kW
h)
Sta
te o
f Cha
rge SOC
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18© 2012 Electric Power Research Institute, Inc. All rights reserved.
Voltage and Current During Charging – iMieV
Time (minute)
Bat
tery
Vol
tage
(V)
Cha
rgin
g cu
rrent
(A)
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19© 2012 Electric Power Research Institute, Inc. All rights reserved.
EPRI LEAF CHARGING – Charging Event #2 March 6th, 2012
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20© 2012 Electric Power Research Institute, Inc. All rights reserved.
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21© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – Leaf
Time (minute)
Cha
rgin
g P
ower
(kW
)
-
22© 2012 Electric Power Research Institute, Inc. All rights reserved.
Battery Capacitor and State-of-Charge – Leaf
Time (minute)
Bat
tery
Cap
acity
(kW
h)
Sta
te o
f Cha
rge
-
23© 2012 Electric Power Research Institute, Inc. All rights reserved.
Voltage and Current During Charing – Leaf
Time (minute)
Bat
tery
Vol
tage
(V)
Cha
rgin
g cu
rrent
(A)
-
24© 2012 Electric Power Research Institute, Inc. All rights reserved.
EPRI LEAF CHARGING – Charging Event #3 March 6th, 2012
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25© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – Leaf
Time (minute)
Cha
rgin
g P
ower
(kW
)
-
26© 2012 Electric Power Research Institute, Inc. All rights reserved.
Battery Capacitor and State-of-Charge – Leaf
Time (minute)
Bat
tery
Cap
acity
(kW
h)
Sta
te o
f Cha
rge SOC
kWh
-
27© 2012 Electric Power Research Institute, Inc. All rights reserved.
Voltage and Current During Charing – LeafB
atte
ry V
olta
ge (V
)C
harg
ing
curre
nt (A
)
Time (minute)
-
28© 2012 Electric Power Research Institute, Inc. All rights reserved.
EPRI LEAF CHARGING – Charging Event #4
March 7th, 2012
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29© 2012 Electric Power Research Institute, Inc. All rights reserved.
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30© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – EPRI Leaf
Time (minute)
Cha
rgin
g P
ower
(kW
)
-
31© 2012 Electric Power Research Institute, Inc. All rights reserved.
Battery Capacitor and State-of-Charge – EPRI Leaf
Time (minute)
Bat
tery
Cap
acity
(kW
h)
Sta
te o
f Cha
rge SOC
kWh
-
32© 2012 Electric Power Research Institute, Inc. All rights reserved.
Voltage and Current During Charging – EPRI Leaf
Bat
tery
Vol
tage
(V)
Cha
rgin
g cu
rrent
(A)
Time (minute)
-
33© 2012 Electric Power Research Institute, Inc. All rights reserved.
LEAF CHARGING – Charging Event #5 March 7th, 2012
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34© 2012 Electric Power Research Institute, Inc. All rights reserved.
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35© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – TVA Leaf
Time (minute)
Bat
tery
Cap
acity
(kW
h)
Sta
te o
f Cha
rge
SOC
kWh
-
36© 2012 Electric Power Research Institute, Inc. All rights reserved.
Charging Power as a Function of Time – TVA Leaf
Time (minute)
Cha
rgin
g P
ower
(kW
)
-
37© 2012 Electric Power Research Institute, Inc. All rights reserved.
Voltage and Current During Charging - TVAB
atte
ry V
olta
ge (V
)C
harg
ing
curre
nt (A
)
Time (minute)
-
38© 2012 Electric Power Research Institute, Inc. All rights reserved.
Together…Shaping the Future of Electricity
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Infrastructure Overview
Joseph ThompsonPrincipal Engineer Zero Emission Technology PlanningNissan Technical Center North America
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DC Fast Charge
Level 1 & 2
Nissan LEAF Charge Ports
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Type Power SupplyCharger
Power
Charging
Level
Charger
Location
Charging
Time
(24kwh
Battery)
Normal
120VAC
Single
Phase
12A 1.4kW Level 1
On-board
18h
240VAC
Single
Phase
15A 3.3kW
Level 2
8h
30A 6.6kW 4h
Fast480VDC
3-phase50kW Level 3
Off-
board30min
Nissan Confidential
Charging Levels
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Charging time and mileage
USA
Charging LevelMileage and Charging time
2hr 4hr 6hr 8hr
Level 2
(240 volts, 16amps)+25mile +50mile +75mile +100mile
Level 1
(120 volts, 12amps)+10mile +20mile +30mile +40mile
• DC Quick charging: 80% in about 30 min
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HOME CHARGING
WORKPLACE CHARGING
PUBLIC
Majority of Charging
• Owners with single family homes will charge overnight at off-peak rates
• Business fleets charge overnight at their “home” location
Supports EV Ownership
• Provides charging for those without dedicated home charging
• Extends daily travel range
Allows for Mass Adoption
• Relieves “range anxiety”
• Level 2 and Fast charging capability
Charging Pyramid
-
• A level 1 cordset is included with each vehicle (located in the trunk)
• 1.4kw, 12.5 amps
Level 1 trickle charge
-
• Goal– Simple, one-stop shop for the
consumer have charging equipment installed at home
• AeroVironment selected as Nissan’s preferred vendor for residential charging equipment– Includes all US markets
• AeroVironment provides– The charging dock
– Manages permitting + installations
– Trains contractor network
Level 2 Residential
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SAFETY DESIGN•Automatic short circuit shut off
•Automatic ground fault shut-off
•Protection against live power in event of cable breakaway
•UL listed
•Outdoor rated to withstand weather conditions
•Surge protection
•15’ or 25’ cord, no-cost option
DEPENDABILITY•Technology based on more than 20 years of EV charging
•Americans with Disabilities Act (ADA) compliant
•Standard 3-year warranty
SERVICE•Nationwide network of certified electrician installers
•Rapid response time for warranty service and support
AeroVironment Equipment
-
• Allocating 5,700 Nissan LEAF vehicles to project participants in 5 states
• Integrating the Nissan LEAF retail sales process with Ecotality to ensure a seamless customer experience
• Providing data from the LEAF telematics system to support the Ecotality / Dept. of Energy infrastructure usage study
• Installing a DC Fast Charge Port on each project vehicle
• Providing Nissan LEAF handraiser and reservation data to assist with the infrastructure planning phase of the project
Nissan’s Role in The EV Project
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Strong competition in the market
• AeroVironment
• ECOtality
• Coulomb
• Clipper Creek
• SemaConnect
• Go Smart
• Leviton
• Shore Power
• Better Place
• General Electric
• Schneider Electric
• EV Charge America
• Juice Bar
• Eaton
Level 2 Public Charging
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Program Total Amount MarketsLevel 2
PublicDC Fast
EV Project (Ecotality) [DOE] $230.0M AZ, CA, OR, TN, TX, WA 5,600 340
ChargePoint America (Coulomb) [DOE]
$37.0MCA, DC, FL, TX, MI, NY, WA
2,600 0
Bay Area AQMD$5M CA 0 30
California AB 118 [CEC] $3.6M CA 635 0
Hawaii (State Grant) $3.0M HI 450 0
City of Chicago $1.9M IL 207 73
Total + $280 M 26 States 12K+ 600+
Sample of Large Infrastructure Projects
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12
More than 13,000 EV Charge Stations on the way by the end of 2012…
Public (Planned) Infrastructure
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13
• Charging/Climate Control
• Charge Status
• Plug-in reminder
• Access by internet and web-enabled phone
Remote vehicle access
Telematics and Station Mapping
Automatic charging spot
updates
NEW charging spots
LEAF is equipped with Telematics control unit that transmits and receives data that will allow for unprecedented conveniences.
Data Center
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208-
240V
Supply
Panel &
Circuit Breaker
Utility Meter
Ground
• Level 2 EVSE – 40amp dedicated circuit
• Run conduit and wiring to EVSE box location (Garage,
Carport, etc)
• Mount and hardwire the EVSE box
Conduit & Wire
Wall-
mounted
EVSE
Breaker / Panel
Upgrades
Installation &
Materials CostEVSE
Typical Installation
Costs:
Residential Installation
Electrical Box
Permit
$50 - $700 $200 - $700 $800 $1k - $2.5k$50-$200
TOTAL
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208-
240V
Supply
Panel &
Circuit Breaker
Utility Meter
Ground
• Level 2 EVSE – 40amp dedicated circuit
• Installation costs can vary greatly depending on:
• Existing electrical service capacity and
location
• Distance from electrical panel to EVSE
• Trenching required in some installations
Conduit & Wire
Pedestal
mounted
EVSE
Breaker / Panel
UpgradesInstallation &
Materials Cost
Commercial Grade EVSE
Typical Installation
Costs:
Commercial Installation
Electrical Box
Permit
$50 - $700 $2000 - $7000 $1k-$3k $3k - $11k$100-$300
TOTAL
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DC Fast Charging
-
UL Certifications Directory
http://database.ul.com/cgi-
bin/XYV/cgifind.new/LISEXT/1FRAME/srchres.html?collection=/data3/verity_collectio
ns/lisext&vdkhome=/data3/verity_sw_rev24/common&SORT_BY=textlines:asc,ccnsh
orttitle:asc&query=FFTGCCN+and+not+GUIDEINFO
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Planned DC Quick Charge Stations
ProjectPlanned DC QC
Region Funding Notes
Blink Network
EV Project 340
CA – San Diego, Bay Area
WA - Seattle
OR - Portland
AZ- Phoenix/Tucson
TN – Nash/Knox/Chatta
$230M (DOE – ARRA funded)
Installations begin summer
2011
eVgo Network
NRG Energy100
Houston, TX
Dallas, TXPrivately funded 50 in each city
350 Green 110 Various US Cities State grantsAlso developing private-sector
partners
State of Maryland
3 Baltimore, MD State
Various Projects
5
Portland –PGE
North Carolina - Duke Uni
South Carolina – Plug in Carolina
Private/StateCurrently operating
-
Installed DC QC StationsCHAdeMO, publically accessibleAs of December 1, 2011
Number of Stations: 27
-
eVgo Freedom Station
-
DFW: 1 operational; 3 under construction; 13 in permitting
https://www.evgonetwork.com/eVgo_Charging_Stations/
-
HOU: 8 operational; 4 under construction; 3 in permitting
https://www.evgonetwork.com/eVgo_Charging_Stations/
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• Some hosts do not have 480V 3P electrical service
• For hosts who do have 480V 3P service, they usually do not have 50KW+ extra panel capacity to support the DC charger.
• The hosts increasingly have underground service that is difficult or impossible to expand.
• This pushes the installation street-side to access the utility service directly with a new service drop
• Street-side installations have permitting challenges on equipment heights and setbacks
• This results in the installation being mid-parking lot with lots of boring and retail disruption
• Parking space code requirements often add an addition dedicated parking space
• In some parts of the country, these new service drops can take 6 months
• If we are lucky, the utility feeder is over-head and may only require a pole set
• If we are not lucky, the utility feeder is underground requiring an expense pad mount transformer
• The monthly demand charges run $300-700/mo plus another $50-200/mo meter charge
Challenges to Installation
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Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California
• NRG will be developing the following in CA:
• 200 Public DC Fast Charging stations
• Wiring for “10,000 plug-in units at 1,000 locations across the state”
• Installations of DC Fast Charging will be in the following locations: San Francisco Bay Area; San Joaquin Valley, the Los Angeles Basin, and San Diego County
• The NRG press release state this will occur over “the next 4 years.”
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Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California
• The Executive Order issued today by the Governor sets the following targets:
• By 2015, all major cities in California will have adequate infrastructure and be “zero-emission vehicle ready”;
• By 2020, the state will have established adequate infrastructure to support 1 million zero-emission vehicles in California;
• By 2025, there will be 1.5 million zero-emission vehicles on the road in California; and
-
Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California
By 2050, virtually all personal transportation in the State will be based on zero-emission vehicles, and greenhouse gas emissions from the transportation sector will be reduced by 80 percent below 1990 levels.
• AB 32, the 2006 Global Warming Solutions Act, calls for a 30 percent reduction of greenhouse gas emissions by 2020. The goal of 80 percent below 1990 levels by 2050 was set by an executive order signed by former Governor Arnold Schwarzenegger.
• Last year, Governor Brown signed SB X1-2, which directed the California Air Resources Board to adopt regulations setting a 33 percent renewable energy target.
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440-
480V
Supply
(3
phase)Panel and
Circuit
Breaker
Utility Meter
Ground
• DC Quick Charge
• Installation costs can vary greatly depending on:
• May require separate electrical service
• May require transfomer upgrades or additional
work
Conduit & Wire
DC Quick
Charge
Unit
Breaker / Panel
UpgradesInstallation &
Materials Cost
Commercial Grade EVSE
Typical Installation
Costs:
DC Quick Charge Installation
Electrical Box
Permit
$2,000 $10,000 - $30,000 $15k-$50k $28k - $83k$1,000
TOTAL
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NEC CP-12 Update for EPRI-IWC
March 2012 Gery Kissel
NEC CP-12 EV Task Group Lead
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Report On Proposal (ROP) Meeting
ROP meeting held January 18-21
Article 625 had 30 proposals ◦ Including the restructure proposal from the EV Task Group
CP-12 vote summary: ◦ 15 – Reject
◦ 14 – Accept In Principle
Accepting the Proposal in principle but with Code Panel changes in the proposed wording
◦ 1 - Accept
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Report On Proposal (ROP) Meeting
SAE Proposal 12-59 Rejected ◦ Proposed length extension of AC cord from 1 foot to 6 foot before Personal Protection System (PPS)
Remove mass of control box from AC receptacle / plug system
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Upcoming NEC Activity
Technical Correlating Committee (TCC) Meeting ◦ They make sure that changes proposed by one
committee correlates with other committee’s text and proposals.
◦ TCC meeting April 23-27
ROP Publication ◦ June 15, 2012
Comments on ROP close October 27 Report on Comments (ROC) meeting
November 28 – December 8 2014 code published September 2013
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PEV/EVSE Communication SAE Task Force Status
IWC Meeting
3/28/2012Rich Scholer - SAE Communication Task
Force Status1
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Outline
• Background
• PLC Status
• Additional Document Status
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BackgroundMajor Documents and Functions
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1. J2836™ - Use Cases (establishes requirements)
ISO/IEC 15118-1
2. J2847 – Messages, diagrams, etc. (derived from
the use case requirements)
ISO/IEC 15118-2
3. J2931 – Communication Requirements
ISO/IEC 15118-3
4. J2953 – Interoperability
ISO/IEC 15118-4
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Summation of SAE Communication StandardsJ2836™ – General info (use cases)
Dash 1 – Utility programs *
Dash 2 – Off-board charger communications*
Dash 3 – Reverse Energy Flow
Dash 4 – Diagnostics
Dash 5 – Customer to PEV and HAN/NAN
Dash 6 – Wireless charging/discharging
J2953– Interoperability
Dash 1 – General Requirements
Dash 2 – Testing and Cert
Dash 3 –
• * Published
J2847– Detailed info (messages)
Dash 1 – Utility programs *
Dash 2 – Off-board charger communications *
Dash 3 – Reverse Energy Flow
Dash 4 – Diagnostics
Dash 5 – Customer to PEV and HAN/NAN
Dash 6 – Wireless charging/discharging
J2931– Protocol (Requirements)
Dash 1 – General Requirements*
Dash 2 – InBand Signaling (control Pilot)
Dash 3 – NB OFDM PLC over pilot or mains
Dash 4 – BB OFDM PLC over pilot or mains
Dash 5 – Telematics
Dash 6 – DSRC/RFID (wireless charging)
Dash 7 - Security
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J2931/7 Security
J2953/1 Interoperability, J2953/2 Test Procedures
Document Interaction
Utility Programs
DC Charging
Reverse Power
Flow
Diagnostics
Customer to
PEV and
HAN/NAN
Wireless Power
Flow
Use Cases Requirements Protocol
BB OFDM (PLC)
Telematics
DSRC
(& RFID)
Basis
J2836/1™ J2847/1
J2931/1J2836/2™ J2847/2
J2836/3™ J2847/3
J2836/4™ J2847/4
J2931/4
J2836/5™ J2847/5 J2931/5
J2836/6™ J2847/6 J2931/6
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PLC Development steps
1. Establish Requirements (publish J2931/1)2. PLC System Diagram (make a picture)3. Generate Test Plan and Lab Setup (EPRI & ANL)4. Review Test Report results (SAE Meeting)5. Establish Timeline
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System Architecture (Utility Messages)
EVSE
Com modulePEV
Com modulePLC
ESI
PLC
EUMD
CANZigBee
SEP 1.x to SEP 2.0 Migration Unit
(if needed) ESI Dependent
SEP 2.0 SEP 1.x or 2.0
J1772™
Control
Pilot
SEP 1.x to
SEP 2.0
ZigBee
PLC ZigBee
• Fundamental case
– Highest expected usage
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Actual Lab Set-up (ANL)
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PLC Test Status• March 21-22, 2012 Task Force Meeting
– During this meeting, each of the requirements identified in J2931/1 were voted on for a Pass, Fail or Unknown/Untested position from both attendees and WebEx participants.
– We agreed to move forward with HP GP as the single PLC technology for DC Charging and Utility messages between the PEV and EVSE.
– A decision was also taken to discontinue any testing of other technologies (G3, FSK).
– We are continuing to coordinate effort with the ISO/IEC Project Team 4 testing
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PLC Test Status (cont)Two requirements need additional testing.
• RelComm4 is the effect of consumer network on PEV network, and this showed conflicting results between EPRI and ANL. – We identified differences as updated firmware of PL16 modules, and
corset type.
– The action item was taken for ANL to retest with the EPRI boards, use the coupling cap variation along with a common cordset.
• DCComm.6, the shared network requirement, is the combined effect of both Utility and DC charging messages with the effects of the consumer network. – This solution requires Qualcomm to provide new firmware fixes so that
this requirement can be successfully met. It was decided that the testing will be carried out within two-three weeks at ANL and EPRI.
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Timeline
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Jan Feb Mar Apr May Jun Jul Aug
SAE PLC Test (EPRI, ANL, PNNL)
SAE Task Force Topic - DC Charging
J2847/2 (DC Charging)
J2931/1 (Stack info)
J2931/4 (PLC Protocol)
SAE Hybrid Committee Ballot - DC Charging
J2847/2 (DC Charging) J2847/2
J2931/1, 4 J2931
SAE Formatting
J2847/2 (DC Charging) J2847/2
J2931/1, 4 J2931
Publish J2931 doc(s) Techical Information Reports (TIR)
MVC Ballot - DC Charging (J2847/2 only) J2847/2
Publish J2847/2 Recommended Practice (RP)
2012
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Additional Document Status
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Document StatusUtility & DC Charging
• Reopened J2847/1 – Utility messages
– Dan Mepham is adding SEP2 info
• Reopened J2847/2 – DC Charging
– Doug Oliver is adding messages to harmonize with IEC
– Moving sequence diagrams into J1772™
• Reopened J2931/1 – Protocol Requirements
– Slav Berezin is adding Communication Stack sections
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Document Status (cont)• J2836/3™ – PEV as Distributed Energy Resource
(DER) (formerly known as Reverse Power Flow)
– Hank McGlynn – developing use cases for PEV communicating as a DER device
– Grid connected operation as a DER (V2G)• PEV connects through EVSE to a live grid (which can be
islanded) – current source
• On-board or eternal inverter (J2847/2 to be updated to allow for reverse DC flow into external inverter)
• Inverter must fully comply with IEEE 1547 - exceptions to be deferred until next version (e.g. IEEE 1547.4 microgrids and IEEE 1547.8)
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J2836/3™ (cont)
– Off-grid operation of PEV as a power (voltage) source (V2L, V2H, and V2V)
• On-board inverter sets and regulates voltage and frequency for loads
• Loads plug into a vehicle power panel with NEMA outlets (not via EVSE)
• For V2H the connection to the home must be through a UL1008 transfer switch
• High level communication not required for PEV as sole source of off-grid power (defer load sharing with other power sources until next version)
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Document Status (cont)• J2847/3 will follow J2836/3™ effort and use the
J2847/1 SEP2-based approach• SEP2 provides basic DER functionality
• SEP2 will need to be updated for IEEE 1547.8 advanced DER modes
• J2836/4™ - Diagnostics - J2847/4 to follow– Mike Muller is preparing for EVSE standard functions
and diagnostics.
• J2836/5™ - Telematics – J2847/5 to follow– Venkatesh Donthy is collecting HAN/NAN use cases for
customer to HAN interactions
– Consumer and Utility Network expanded cases and synchronizations
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Wireless Charging – Use Cases
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• J2836/6™ - Wireless Charging - Mark Klerer – Coordinating the completion of use cases with the
requirements from J2954 (EVSE and alignment)
– Created second draft with input from J2954 members• Covers Use Cases
– Wireless EV Charger (WEVC) Discovery
– Vehicle Alignment
– Charging Control: Initiation, Power Transfer, Termination
– Monitoring and Diagnostics
• Emergency Shutdown
– Where possible reuse concepts and procedures from conductive charging applications
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Wireless Charging Use Case Diagram
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J2847/6 & J2931/6
• J2847/6 Messages for Wireless Charging– Draft to be created to meet requirements from Use
Cases in J2836/6: First Draft expected begining May
• J2931/6 Communications Protocol– DSRC to be used as protocol between Base Unit and
Vehicle Unit (EVSE) to be worked in cooperation with J2735 (First Draft end of April)
– RFID to be used to assist in vehicle alignment. Configuration to be defined by J2954. (Expected by end of May)
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Interoperability and Security
• J2953/1– Cliff Fietzek restarted monthly meetings
• J2931/7– Hina Chaudhry is coordinating input from SGIP
CSWG and others• Incorporating NIST 7628 guidelines to map out different
domains and defining corresponding threats and risks
• Future focus will be on different security policies and controls recommendation to mitigate the threats thus identified
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The End
Questions?
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SAE J1772™ Update
for EPRI-IWC
March 2012
Gery Kissel
SAE J1772™ Task Force Lead
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Contents
SAE J1772™ Revision 4 Status
SAE J1772™ Revision 5 Plan
DC Coupler UL2251 Testing
DC Coupler Design Status
SAE J1772™ DC Development
Team
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SAE J1772™ Revision 4 Status
Revision 4 published 2/21 includes:
◦ Normative
Editorial corrections
Technical corrections
EVSE compatibility test (new Appendix)
◦ Informative
Charging configurations and ratings definitions
Illustration of Combo coupler
Reference to PLC communications for DC charge
control
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SAE J1772™ Revision 5 Plan
Revision 5 will re-integrate DC charging
◦ Coupler dimensional information
◦ EVSE DC output interface definitions
◦ System sequence diagrams and data messages
◦ Additional requirements for DC charging
Revision 5 will be formatted into 3 main sections:
◦ General requirements for AC and DC charging
◦ Specific requirements for AC charging
◦ Specific requirements for DC charging
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SAE J1772™ Revision 5 Plan
PLC related information will located in the
appropriate 2836/X, 2847/X and 2931/x
documents
As in Revision 4, additional clarifications and
corrections will be made as time warrants
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SAE J1772™ Revision 5 Plan SAE Charging Configurations and Ratings Terminology
AC level 1(SAE J1772™)
PEV includes on-board charger120V, 1.4 kW @ 12 amp120V, 1.9 kW @ 16 ampEst. charge time:PHEV: 7hrs (SOC* - 0% to full)BEV: 17hrs (SOC – 20% to full)
*DC Level 1
EVSE includes an off-board charger200-500 V DC, up to 40 kW (80 A)Est. charge time (20 kW off-board charger):
PHEV: 22 min. (SOC* -0% to 80%)BEV: 1.2 hrs. (SOC – 20% to 100%)
AC level 2(SAE J1772™)
PEV includes on-board charger (see below for different types)240 V, up to 19.2 kW (80 A)Est. charge time for 3.3 kW on-board charger
PEV: 3 hrs (SOC* - 0% to full)BEV: 7 hrs (SOC – 20% to full)
Est. charge time for 7 kW on-board chargerPEV: 1.5 hrs (SOC* - 0% to full)BEV: 3.5 hrs (SOC – 20% to full)
Est. charge time for 20 kW on-board chargerPEV: 22 min. (SOC* - 0% to full)BEV: 1.2 hrs (SOC – 20% to full)
*DC Level 2
EVSE includes an off-board charger200-500 V DC, up to 100 kW (200 A)Est. charge time (45 kW off-board charger):
PHEV: 10 min. (SOC* -0% to 80%)BEV: 20 min. (SOC – 20% to 80%)
*In developmentVoltages are nominal configuration voltages, not coupler ratingsRated Power is at nominal configuration operating voltage and coupler rated currentIdeal charge times assume 90% efficient chargers, 150W to 12V loads and no balancing of Traction Battery Pack
Notes: 1) BEV (25 kWh usable pack size) charging always starts at 20% SOC, faster than a 1C rate (total capacity charged in one hour) will also stop at 80% SOC instead of 100%2) PHEV can start from 0% SOC since the hybrid mode is available. ver. 082911
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SAE J1772™ Revision 5 Plan
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
SAE J1772
UL Combo Testing
Task Force Topic
Hybrid Committee Ballot
Affirmation Ballot / SAE Formatting
MVC Ballot
Publication
SAE PLC Test Complete (EPRI, ANL, others)
SAE Task Force Topic & Survey - DC Charging
J2847/2 (DC Charging)
J2931/2, 3, 4 (PLC Protocol)
Tabulate topic & survey results, review with task force
SAE Hybrid Committee Ballot - DC Charging J2847/2 J2931
SAE Formatting J2847/2 J2931
Publish J2931 doc(s) Techical Information Reports (TIR)
MVC Ballot - DC Charging (J2847/2 only) J2847/2
Publish J2847/2 Recommended Practice (RP)
DIN 70121 DC Charging Communications
Submitted
Expected Approval / Publication
2012
Topic Posted
3/20
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DC Coupler UL2251 Testing
DC coupler will be tested to UL 2251 - Plugs,
Receptacles and Couplers for Electric Vehicles
◦ Testing to begin soon and be completed prior to J1772 Hybrid Committee ballot closure
Testing will be limited to only those tests
applicable to the interface specified in J1772
◦ For example, tests related to material properties will not be ran as these are manufacture specific
and not specified in J1772
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DC Coupler Design Status
SAE is coordinating efforts to tool DC
charge couplers
REMA and Korea Electric Terminal (KET)
are the suppliers involved in the effort
◦ REMA
Began shipping couplers week of 2/6
◦ KET
Have shipped parts since 12/11
Have temporally stopped shipping to correct
durability issue of the Proximity terminal in plug
Expect shipping to resume mid April
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DC Coupler Design Status
Design revision needed to meet UL finger proof test
Design complies to IEC finger proof test
UL finger proof compliant parts available early/mid March (REMA)
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DC Coupler Design Status
Contacts for parts:
Tim Rose, REMA – [email protected]
Seungwoo Lee, KET - [email protected]
mailto:[email protected]
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SAE J1772™ DC Development
Team
OEMsEquipment Suppliers
Connector Suppliers Communications
D2_PEV_D2-2B_MacCurdy.pdfD2_PEV_D2-2C_Bishop.pdfD2_PEV_D2-2D_Berezin.pdfD2_PEV_D2-2E_Packard.pdfD2_PEV_D2-3_Kesler.pdfD2_PEV_D2-4_Fitzek.pdfD2_PEV_D2-5_Maitra.pdfD2_PEV_D2-6_Thompson.pdfD2_PEV_D2-7_Kissel_on_NEC.pdfD2_PEV_D2-9_Scholer.pdfD2_PEV_D2-10_Kissel_on_SAE.pdf