storage assisted recharging for evse...
TRANSCRIPT
StStorage AAssisted RRecharging for EVSE Facilities
Advancing Intelligence in the
EV Charging Process
3rd Energy Storage Summit
Chicago, IL Nov 16th, 2010
Paul Heitmann
ECOtality Utilities Representative
Topics
•
EV Project goals and deployment
•Emergence of EVSE charging
networks and new business
models•EVSE/Storage opportunities and barriers
for V2G / Renewables / Smart Grid
www.theEVproject.comwww.theEVproject.com www.blinkNetwork.comwww.blinkNetwork.com
www.magiccconsortium.orgwww.magiccconsortium.orgIndustry Ref >
• $230 million project– $115 million grant from
US Dept. of Energy– $115 million partner match
• Purpose: To build and study
mature electric
vehicle charging
infrastructure in six states
plus the District of
Columbia• Product: Lessons learned
Geographic AreasGeographic Areas
Washington State (greater Seattle area)
Oregon (Portland, Eugene, Corvallis, Salem)
California (San Diego, Los Angeles**)
Arizona (Phoenix, Tucson)
Tennessee (Chattanooga, Knoxville, Nashville)
Texas ** (Dallas, Ft Worth)
Washington, DC **
Transportation CorridorsI‐5 Corridor Eugene to Canadian border
I‐5 San Diego to Los Angeles **
I‐10 Phoenix to Tucson
I‐75 Chattanooga to Knoxville
I‐40 Knoxville to Nashville
I‐24 Nashville to Chattanooga
** included in first ** included in first
program expansionprogram expansion
Equipment DeploymentEquipment Deployment
• 5,700 Nissan Leafs in Market Areas included in EV Project
• 2,600 Chevrolet Volts in Market Areas included in EV Project
• 8,300 Level 2 (240 Volt AC, 6.6 kW) residential and fleet EVSE
• 5,500 Level 2 Commercial EVSE in Market Area
• 125 additional Level 2 in ORNL Solar Project
• 750 Level 2 Public EVSE in Market Areas
• 260 DC Fast Chargers (480 Volt AC, 40 – 60 kW) in Market Areas
• 50 DC Fast Charger for Corridors between major cities
AC Level 2 EVSE CommercialAC Level 2 EVSE Commercial
• Where should they be installed?– Micro‐Climate©
process– Where people shop– Where people play– Where people gather– Target is 1 – 3 hours
• Expand effective operating range of the EV• Allows for unscheduled trips• Provides ‘comfort’
to new EV users: ‘Range
Anxiety’
• Businesses want to install EVSE• Draws EV customers—they stay longer• Advertising Advantages• Revenue Collection Systems• Advanced DR Business services?
DC Fast Charger DeploymentDC Fast Charger Deployment
• Where do they go?Where energy is needed fast
• Near highways or cross‐town roads• Highway corridors between towns• Busy fleet locations
Where people stay a short time
• Gasoline stations• Rest stops• Convenience Stores• 10 – 15 minute charge
What will it do?
• Fast energy return—50% fill in 30 minutes
• Advanced DR Business services? Microgrid/CES integration?
Scenario: HAN Drive
/ Charge
Dailyw/ Ancillary Services
Price Cat. (Typ.):
<6AM <9AM <Noon <3PM <6PM <9PM <MidNite
Grid Support:
Vehicle Charging:
Vehicle Location:
Energy Transfer:
<3AM
Battery SOC (kW‐hr):
(‐16) kWhr (‐16) kWhr +32 kWhr
-$2.08
RECHARGE
ANCILLARY SERVICES
+6kW x 22 hr
+$3.30
LOW PRICE MED PRICE HI PRICE
05c 11c 25c $25/MW/hrREG SVCS
Home |HiWay|
Workplace |HiWay|
Home
+32
kWhr
Net Recharging whileVarying charge rates
A Discussion Framework
• What is Meant By Storage Assisted Recharging??
• What configurations and systems are practical?
• How will the StAR EVSE be Configured/Integ/Managed
• What operating business models are practical?
• What are the primary risk areas (and mitigations?)
1.
2.
3.
4.
5.
Slides for StStorage AAssisted RRecharging
Presentation
Source: Sandia LABSSAND2010‐0815
B
A
A
CC
Source: Sandia LABSSAND2010‐0815
Level 1Level 11.44, 1.92 kW(12A, 16A)
< 19.2 kW(< 80A)
Emerging Standards SAE J1772TM
• AC Charging– Requires on‐board power inverter
and BMS
– Power management shared
between vehicle and EVSE
– Generally lower power transfer
capabilities
• DC Charging– AC‐DC conversion performed off
board
– EVSE provides significant power
management.
– Generally higher power transfer
capabilities
Level 2Level 2< 19.2 kW(< 80A)
< 90 kW(<200A)
Level 3Level 3TBD kW TBD kW
Advanced DR Business ServicesAdvanced DR Business Services
EVSE Capacity ClassificationEVSE Capacity Classification
Range Extension ComparisonRange Extension Comparison
• The Smart Grid is the increasingly “aware”
electrical distribution system
that can recognize and proactively manage against potential reliability
impacts (ie EV clustering)
• The Smart Grid is transactional
in nature, moving markets closer to end
users and enabling rapid response to market signals.
• Smart EVSE can interconnect as “end nodes”
to the Smart Grid, and thus
carry out critical EV charging power level adjustments based on grid
conditions monitored by the electric utility or ISO.
• Smart Grid is only as effective as the educated Smart Consumer who has
automated their recharging operation to “close the feedback loop”
and
enable preventive action to be taken.
• “Genius GridTM” is achieved when EV/EVSE resources are automatically
identified, authenticated, and proactively managed for bidirectional
power flow while achieving individual SOC target thresholds.
Smart Grid ChargingSmart Grid Charging
ecoTality North America ~ Confidential Information
EVSE Blink Network SegmentEVSE Blink Network Segment
++ --Typical / more common application Less common application
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Charging LevelsL2 Charger
APPLICATION
ATTRIBUTES
DC Fast Charge
Operating AspectsCharge Cost (relative)Site/Permit Effort
++ ++-- ++
-- --
LOW MOD LOW-MOD MOD-HI MOD-HI HIGH HIGH HIGH
Hours Used (typ) 6P-6A 6P-6A 6P-6A 7A-1A 10A-9P 9A-6P 9A-9P 24hrs
20 20 40/250 80/?? 50-80 30-50 30-50 25/??Daily Energy (kWhr)1 2 1 4 5-8 3-4 6-10 10+EVs/Day per EVSE
microClimate EVSE Applications
ALL CHARGERS ARE USABLE FOR ANCILLARY SERVICES AS BACKGROUND APPLICATION
4.
What Can Be Achieved With StAR‐smart charging?
• Owner of a StAR EVSE Can:– Automatically limit facility‐peak reinforcement to mitigate Demand Charges – Reduce the grid‐exposed load proportion based on TOU/CPP rates or DR events.– Power facility (s) with stored energy from their storage batteries and/or connected Evs– Load shift to lower cost energy TOU rate periods, consume more wind energy.– Utilize battery storage to service/participate in ISO Ancillary Svcs (Freq Reg or Voltage support)
• Electric Utility and ISO Can:– Load balance (DR) during Peak Load for Emergency or Economic dispatch– Deliver pricing signals for incenting customer behavior change.– Optimally plan distribution infrastructure upgrade and maintenance– Balance the intermittent nature of >20% Renewable energy through
Firming
• Government Regulators Can: – Obtain high quality data on economic benefits of Smart Grid investment– Determine best places to incent fixed storage within public EVSE
infrastructure investment– Establish and maintain meaningful Energy and Capacity markets for ensuring orderly clearing of
supply/demand
• 50 kW EV power
draw• 8 Cars at 24 kWhr• Average 30 min.• Assume leveled
utilization 7x24
• TYPICAL
LOCATIONS– Gas Stations– Large Restaurant– Big Box Store– Movie Theater
Example: StAR DC Fast ChargingExample: StAR DC Fast Charging
UTILITY RATE STRUCTURE
328.59 $/mo for General Service
Oct‐Mar Apr‐Sept
8.36 5.57 $/kW Demand
BLDG CARS
Energy Charge: 0.05995 $/kWhr 18000 6000MONTHLY USE (BLDG) PEAK LOAD (BLDG)
MONTH DEMAND ENERGY BLDG ONLY BLDG/CHGR BLDG ONLY BLDG/CHGR
Oct 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Nov 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Dec 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Jan 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Frb 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Mar 8.36 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Apr 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
May 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
June 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
July 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Aug 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00
Sept 5.57 0.05995 $1,079.10 $1,438.80 $209.00 $627.00 $777.70
Additional Cost Per Month
Assume Building Load is constant at 25kW 240 visits
Assume DC Fast Charger Services (8) Evs per day with 1/2 hr ea at 50kW
$3.24 per vehicle
Demand Charge Impact (Example)Demand Charge Impact (Example)
• Tie storage to DC Fast charger to (1) reduce power demand or (2)
utilize
renewable generation.
• To reduce demand, envision a 20 kWh battery operating at 20 to 40kW
(1C to 2C discharge rate). This battery will discharge while the
vehicle is
charging to limit demand on the grid. After vehicle charging is complete,
the DC fast charger will charge the battery at a rate that will not increase
the peak demand of the facility, preparing it for the next vehicle charge.
• To utilize renewables, envision a 120 kWh battery that supplies all the
power and energy to charge a vehicle. This battery is charged at
night
from the grid using wind generated energy. It then discharges during the
day to provide vehicle charging.
• We will be developing one demo charger of each. Currently looking for
battery suppliers. Big battery probably a lead acid. Small battery probably
a used EV battery.
Key Points for StARKey Points for StAR
Level 2 AC Charger BankLevel 2 AC Charger Bank
20‐40kW‐hr1Cbattery
Level 2 DC Heavy RenewablesLevel 2 DC Heavy Renewables
120‐150kW‐hr1C – 2Cbattery
• ‐
Develop technology demonstration that shows fixed storage support for
load shifting at Level 3 and DC Fast charging EVSE facilities.
‐
Develop battery management platform that supports charging
optimization for demand side management at commercial buildings.
(aka
V2H, V2B)
‐
Develop storage and management platforms using physically
distributed but logically aggregated EV/PHEV batteries. Demonstrate V2G
operation.
‐
Develop control platforms that allow the individual and
aggregated EV/PHEV to participate in load balancing and ramping
support for renewable energy (particularly wind) at Community Power
and Utility Scale distributed generation.
Alternative ApproachesAlternative Approaches
NOT
AWARDED
DOE ARPADOE ARPA‐‐E FOAE FOA‐‐290290
• Task 3.14: (Added January 2010) Test Procedure Development for Fast Chargers Utilizing
Energy Storage Fast chargers for on‐road EVs will soon appear that utilize energy storage. No
procedural methods currently exist to evaluate the performance of these chargers as used
with on‐road EVs. This task will conduct modelingconduct modeling
of a fast charger utilizing energy storage
and will conduct cycling of batteriesconduct cycling of batteries
to develop procedures for evaluation of energy
storage devices associated with on‐road EV fast chargers.
• A typical on‐road EV fast charger will be modeled to establish performance targets based on
system loads up to 100% of the total fast charging load for
– capacity, ‐
voltage range, ‐
maximum power output,
– cost, ‐
availability,
• Based on this modeling, a battery test cycle will be developed for testing batteries in the
laboratory, and the laboratory test cycle will then be trialed using three different battery
chemistries.
• A string of three battery cells from each chemistry will be cycled for a period of three months
to validate the test cycle. This testing will yield information on how each battery chemistry
reacts on the proposed test cycle and the ability of the test cycle to quantify battery
performance in on‐road EV fast charger energy storage duty.
•• DeliverableDeliverable: On‐Road EV Battery Fast Charger Energy Storage Device Test Procedure,
including a Laboratory Test Cycle and a report describing the validation of such procedure
• Status: Preliminary research into project has begun.
DOE AVTA Program Task 3.14DOE AVTA Program Task 3.14
Service Layer
Call CenterInstallation ServicesIntegration ServicesProfessional ServicesBilling ServicesMarketing/Recruitment/Adoption
Hardware Layer
BatteriesPV ArraysCharging StationsGateways ‐
LoadSwitches ‐
PCT ‐
EVSEComms NetworkMeters
Application Layer
EVM ‐
Smart ChargingBusiness AnalyticsEnergy EfficiencyDRMSPortals for Utility&Customer
Foundation Layer
CommunicationsMDMHostingIntegrationSecurity
ECOtality Component
ecoTALITY Partner
ECO
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ECO
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