AIP Conference Proceedings 2233, 030005 (2020); https://doi.org/10.1063/5.0001581 2233, 030005

© 2020 Author(s).

Viability assessment of Taylor’s Universityas a PV-grid charging station for electricvehiclesCite as: AIP Conference Proceedings 2233, 030005 (2020); https://doi.org/10.1063/5.0001581Published Online: 05 May 2020

Kar Hou Koh, Chockalingam Aravind Vaithilingam, and Reynato Andal Gamboa

Viability Assessment of Taylor’s University as a PV-Grid Charging Station for Electric Vehicles

Kar Hou Koh, Chockalingam Aravind Vaithilingama), Reynato Andal Gamboa

School of Engineering, Taylor’s University Lakeside Campus, Subang Jaya, Malaysia

a)Corresponding author: Chockalingamaravind.vaithilingam@taylors.edu.my

Abstract. This article presents an experimental control strategy of Photovoltaic (PV) - Grid charging station which consist of PV array, power grid and charging station. The designed system can ensure continuous supply to the charging station at the same time as PV energy production. This strategy aims to maximize the extraction and usage of power from the PV array while determine a suitable location for electric vehicle (EV) charging station which can increase the economic growth of Taylor’s University and increase the amount of charging station in Malaysia. By using the ETAP software, the Taylor’s University Electrical Distribution System (TUEDS) single-line diagram is constructed. A load survey has been conducted to understand the balancing load of each working transformers. The preliminary results show that Taylor’s University is a viable location where a PV array system can be integrated together with Transformer 2 due to its low load capacity compared to other transformer. The PV array system with a rating of 19kWp is best to be placed at the rooftop of Block B. A 22kW Fast Charger by ChargEV can be deploy at Block B Ground Floor near the bus stop which is able to produce a profit of RM19,710 annually as EV stations operators in Taylor’s University.

INTRODUCTION

In general, vehicles nowadays are dependent on fossil fuels as it is the main energy option. Over the years, the total world carbon dioxide (CO2) emission, also known as greenhouse gas (GHG) emission, has grown exponentially in which the major contributors are from the electricity and heat production sector and also the transport and manufacturing sector as shown in Figure 1.

FIGURE 1. Comparison of Carbon Dioxide (CO2) emissions chart by sector worldwide in 2004 and 2014. [1]

Based on Figure 1, it is observed that the electricity & heat production sector contributed around fifty percent of the global emissions while the transport & manufacturing sector contributed approximately twenty percent of global emissions worldwide. Two sectors that contributed to GHG emission is the main causes of global warming and other environmental issues. In order to reduce CO2 emission, governments all around the world

13th International Engineering Research Conference (13th EURECA 2019)AIP Conf. Proc. 2233, 030005-1–030005-11; https://doi.org/10.1063/5.0001581

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have initiated policies by encouraging the production, introduction and adoption of electric vehicles (EVs) [2]. EVs utilizes renewable electricity as the main source of energy so that they can decrease the dependency on crude oil. However, vehicles emissions can be categorized to two categories which is air pollutants and GHGs and it can be evaluated through direct basis or well-to-wheel basis. For example, a conventional gasoline-powered vehicle with an internal combustion engine (ICE) will produce direct emission which consist of air pollutants, GHGs and well-to-wheel emissions which is a term used to describe the emissions that are related from fuel production until the burning of petroleum from our vehicles. On the other hand, the EVs will not produce direct emissions but well-to-wheel emissions as the additional emission came from the generation of power at the power plant itself [3].

CURRENT PRACTICE OF EV IN MALAYSIA

Despite knowing the positive outcome of using EVs, consumers in Malaysia still tend to purchase the traditional gasoline-oriented vehicle because of factors like price, tax credits and financial incentives from government and infrastructure.

The price of EVs in Malaysia are much higher than any similar or higher segment of fuel-powered vehicle in any other country due to import taxes. The most common model of EVs that is readily available in Malaysia is Nissan Leaf, Renault Zoe and Renault Twizy [4]. Scarcity of economy and human resources are the main reasons why an EV is expensive compared to a petrol-powered car in Malaysia. For instance, a comparison has been made between an EV and a fuel-powered vehicle which is a Nissan Leaf and BMW 118i M Sport in Figure 2 [5].

TABLE 1. Car comparison between a Nissan Leaf and BMW 118i M Sport in terms of pricing. [5] Car Model Info Nissan Leaf (2016) BMW 118i M Sport

Car Price (Peninsular Malaysia) RM180,566.19 RM185,800.00

Based on Table 1, the cost of these two cars are almost similar but with the lack of education and promotion of electric vehicle, Malaysian has no intentions of adopting this technology and when car manufacturers do not meet demand and supply, the cost of EV will increase [6]. Other than that, it is difficult to compare the cost-of-ownership of an EV and a fuel vehicle as the cost to replace the batteries of an aging EV is not known while the cost of maintaining the fuel-powered vehicle can be estimated [6]. Besides that, the factor of tax credits and financial incentives from the government plays an integral role in why adoption of EVs in Malaysia is insignificant. Promotion of EVs in Malaysia is not encouraging as much in overseas as statistic shows that a total of 10,676 units of Renault Zoe are sold in Europe and claimed as the best-selling battery-electric car at the start of the 2017 [4]. Furthermore, our neighboring country, Thailand government has established the Board of Investment on promoting the usage of EVs where their main idea is to improve the air quality. Thailand government provide sufficient benefits such as tax holidays and reduce of excise tax for Complete Built-Up (CBU) import cars to their people that owns EVs, hybrid or plug-in hybrid [4].

As for Malaysia, during the announcement of National Automotive Policy (NAP) 2014, Ministry of International Trade and Industry (MITI) stated that the tax incentives for CBU fully imported hybrid and EVs are discontinued due to the lack of attraction for investment for such production and assembly in Malaysia [7]. However, the tax incentives for Complete Knock-Down (CKD) hybrids and EVs was prolonged until December 31, 2015 and December 31, 2017 respectively [7]. Apart from that, the lack of infrastructure is also a factor preventing Malaysians from adopting EVs technology. The State Assembly (Dewan Negara) has discussed the topic regarding the charging station in Malaysia by the Deputy Transport Minister. He stated that there is a total of 251 of charging stations from ChargEV, 3 of which are Mercedez-Benz brand chargers, another 14 are BMW brand charger and the remaining 74 of the charging stations that are not stated earlier in Malaysia. Furthermore, he added that there is a total of 126 units of chargers under the category of slow charger and 125 units of fast chargers available as stated in the data. A statistic has been given by the Transport Ministry during the State Assembly as shown in Table 2 [8].

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TABLE 2. Statistic about the amount of EVs and Hybrid Vehicles in Malaysia. [8]

Based on the statistic, a total amount of 5403 units of EVs and 46,981 units of hybrid vehicles were registered in Malaysia up until 31st March 2019. Thus, it can be concluded that the amount of charging stations provided in Malaysia are unable to satisfy the current amount of EVs and hybrid vehicles in Malaysia. Last but not least, the company that partly owns Proton known as Geely has no intentions of bringing in fully EVs or EVs technology to Malaysia as the government has not reached a consensus to promote this massively [9].

EV CHARGING STANDARDS

In order for the substantial penetration of EV into the car market, it is solely dependent on the outspread and successful implementation of charging infrastructure. To select the proper charging power for a charging station are based on the optimization between charging time required and the total cost of infrastructure. There are two categories of EV battery charger currently existing which is the Alternating Current (AC) types and Direct Current (DC) types and not only that there are also three main worldwide bodies with their respective standard for EV battery charging. These standards include International Electrotechnical Commission (IEC), Society of Automotive Engineers (SAE) and CHArge de MOve (CHAdeMO). Furthermore, Tesla Motor has its unique charging standards for their own EVs where the stated three standards are not applicable in their case. Three main factors that influence the EV charging time which is includes size of battery, power rating of the charger at charging station and lastly the total amount of EV that are connected to the same charger at that particular instant. EV battery charger has three different levels of charging. AC Level 1 charger provides 120-volt AC outlet which is an on-board charging infrastructure which no additional charging equipment is required which makes the charging process to be very convenient (charging overnight) at home. However, a depleted EV battery could take up to 20 hours to complete recharge before the next usage due to its mass, size and thermal restriction. On the other hand, AC Level 2 charger provides 240-volt AC outlets which requires special designed equipment at charging sites due to the voltage rating as well as higher power control efficiency. This charger takes around 7 hours to recharge a fully depleted battery. Last but not least, DC Fast Charging (DCFC) provides a 480-volt AC outlets and it only takes approximately 30 minutes to restore a fully depleted battery. DCFC Electric Vehicles Service Equipment (EVSE) will do the conversion of AC to DC within its equipment which bypass the car charger in order to supply high-power of DC current directly into the traction battery through the charging inlet of the EV. A summary of the EV charging standards were tabulated as shown in Table 3.

In Malaysia, most of the charging stations are owned by ChargEV by Greentech Malaysia where they are responsible for the deployment of charging stations around Malaysia. ChargEV charging stations charger type specifications are as stated as in Figure 2.

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TABLE 3. EV Charging Standards [10] Level Max Power Rating (kW) Max Ampere Rating (A) IEC Standard AC Charging AC Level 1 4-7.5 16 AC Level 2 8-15 32 AC Level 3 60-120 250 DC Charging DC Fast Charging 100-200 400 SAE Standard AC Charging AC Level 1 2 16 AC Level 2 20 80 AC Level 3 Above 20 - DC Charging DC Level 1 40 80 DC Level 2 90 200 DC Level 3 240 400 CHAdeMO DC Fast Charging 62.5 125

FIGURE 2. ChargEV charging stations charger type specification

PV-GRID CHARGING STATION

The utility grid will be burdened when the amount of EV is rapidly increasing. This issue can be resolve when the integration of PV array into the utility grid. Other source of renewable energy such as wind energy, thermal energy and biomass energy are potential sources for this particular purpose but these options are not as feasible as solar energy as Malaysia does not have the suitable locations or infrastructure for this applications. For example, wind energy is not a feasible choice as Malaysia has no suitable and large areas locations for the deployment of windmills. Not only that, the nature of wind speed also causes issue of inconsistency as the speed is always fluctuating compared to solar energy. Biomass in the other hand has more potential when it is compared to wind energy as the storing method is

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convenient and it can be used at any time means necessary. Even though with these advantages, the production of biomass will cause an environment to be highly polluted and it will be an inappropriate choice for the more populated areas.

PV-grid charging is a much more suitable choice as it can provide more flexibility when it comes to integrating

PV array with the utility grid. There are two principles to apply this concept to charge the EV directly which is the “charging while parking” and “charging while stopping”. “Charging while stopping” is the most usual way of charging an EV. So the “charging while parking” principle will have increased opportunity so that the PV array can be fitted to the roof of the car park. Not only that, the EV user can engaged some other activities until the charging process is done. Most charging will be done in the daytime, it is the same time where the load demands are high and causes the electricity tariff to reach its peak, and this will allow the cost to be saved in a massive amount. In a hot climate country like Malaysia, it is favorable for the roofed-parking facilities to install such system so that it provides immunity from the sun and rain. A case study also shows that PV-grid charging station will show more profit instead of using usual grid system or PV-standalone system where an energy storage unit (battery bank) are required. Figure 3 and Figure 4 shows the configuration for PV-grid charging system and PV-standalone system (with battery).

FIGURE 3. PV-grid charging system

FIGURE 4. PV-Standalone System (with battery)

RESULTS AND DISCUSSION

The drawing of TUEDS is done by using ETAP software. This system is drawn based on the schematic single line diagram as shown in Figure 5. TUEDS drawing are as shown in Figure 6. This drawing in ETAP allow the researcher to have a clear indication of the name of the loads in each transformers so that the load survey can be carried out by using Fluke 430 and Powerlog 430 to determine the actual load balancing of the transformers.

Other than that, a load survey was conducted by using the Fluke 430 and Powerlog 430. Actual balance value of the load for the transformers are not given due to the reason that it is a trade secret in Taylor’s University and due to shortage of information for the load schedule, a load survey is conducted to make sure that TUEDS loading is balanced properly. Balancing for the three transformer of static loads are tabulated as shown in Table 4 (Transformer 2), Table 5 (Transformer 3) and Table 6 (Transformer 4). Transformer 1 are not evaluated as it contains Chiller Panel which the system cannot be disturbed as it will cause a lot of money for the repairing of chiller or the control panels. The difference between the total load for each phase should not exceed 15% more than the average load for per phase. In

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this particular case, the static load will be using Maximum Demand (MD) instead of Connecting Load (CL). On the other hand, the total power contribution and total electricity usage is the actual kW which is equivalent to the MD.

11kV 50 Hz 3-phase

TNB Incoming Feeder 111kV 50 Hz 3-phase

TNB Incoming Feeder2

750AVacuum Circuit Breaker (VCB)

1200AVacuum Circuit Breaker (VCB)

11 kV Main HT Switchboard

11 kV Main HT Switchboard

11 kV Main HT Switchboard

11 kV Main HT Switchboard

Transformer 11600kVA

11/0.433kVZ= 6%

Transformer 21800kVA

11/0.433kVZ= 6%

Transformer 32500kVA

11/0.433kVZ= 6%

Transformer 42500kVA

11/0.433kVZ=6%

4000A TPN ACB 4000A TPN ACB 4000A TPN ACB 4000A TPN ACB

ChillerBlock

ABlock

BBlock

CBlock

EBlock

D

BUS1 11kV

Chiller

BUS2 11kV

Tie Breaker750A

Vacuum Circuit Breaker (VCB)

BUS T1 0.433kV BUS T2 0.433kV BUS T3 0.433kV BUS T4 0.433kV

FIGURE 5. Schematic single line diagram of TUEDS

FIGURE 6. TUEDS single-line diagram drawing using ETAP

.

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TABLE 4. Balancing of static load for Transformer 2

TABLE 5. Balancing of static load for Transformer 3

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TABLE 6. Balancing of static load for Transformer 4

Based on the result, the difference between the total load for each phase was less than 10% of the average load per

phase which will be tolerable. In this case, we will be integrating the PV array to Transformer 2 as it is the least loaded transformer. Transformer 2 is located between Block A and Block B in Taylor’s University, the PV array will be setup on top of the roof in Block B as the rooftop is more spacious than Block A. The PV system design will be having an output of 19kWp where it can supply the charging stations constantly. Figure 7 below is the location that the PV array will be placed.

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FIGURE 7. Location for the placement of PV array

The determination of a place whether it is suitable to place a charger depending on the pit stop available services

[11]. This pit stop will be defined and categorized as follow: Basic pit stops: It must have parking lot and restroom. Minimum pit stops: It must have basic pit stop services and small shops. Medium pit stops: It must have minimum pit stop services, dining choices such as restaurants and

supplementary services such as pharmacy or supermarket. Superior pit stops: It must have medium pit stop services and accommodation such as hotel or hostel.

It is proposed that the minimum pit stop services should be entitled for the deployment of a charging station. Since Taylor’s University have the services of superior pit stop, it is proven that it is a suitable place to deploy a charging station. Survey [12] also suggested that EV manufacturer strongly recommend the action to ensure the EV charging stations are available to drive anywhere in Malaysia using an EV. With that being said, as long as the amount of the charging station is increasing, the goal to achieve EV charging station are readily available everywhere in Malaysia will be closer. A real-world test is not considered in this research due to the lack of information from the road operator such as LITRAK as information such as the traffic volume required were not provided.

The placement of the PV array will be at Block B rooftop as it is safe to assume that the most suitable location for the placement of charging station will be at the bus stop area/ VIP parking area. The reasoning of this is that the proposed area is near to the placement of PV array and also the area allows the EV user to have easy access to Taylor’s University and it is near to the Commercial Block where all the restaurants are located at. As for the alternative location for the placement of the charging station, there will be none as other location has its dedicated roles in the university that cannot be simply replaced or changed. The charging station will have the charger rating of 22kW. 22kW Fast Charger is chosen due to a few explanations, firstly which is, 22kW will only take up of an hour of charging time. The EV user do not need to wait as long as AC Level 1 or AC Level 2 charger that might take up 3 to 6 hours depends on which level of charger the user is using. Secondly, the power requirement to build a 22kW Fast Charger requires a 3-phase connection with an amount of 12.8kW in order to power up the charger. The PV array are able to generate power up to 19kWp where it is sufficient to power up the battery charger. Lastly, whenever the PV array are not in used to supply the charging station (no charging occur), the PV array system has an inverter that will allow the exceed generated energy to be supply back to the utility grid. This is the programme launch by the government called Feed in Tariff (FiT) allows the adopters to sell the produced renewable energy to the utility grid which is Tenaga Nasional Berhad (TNB) with an exceptional price [13] .

The significance of this research is that a 22kW Fast Charger will increase the economic growth of Taylor’s University. This 22kW Fast Charger charging station can only have one charging port due to the space restriction on top of rooftop of Block B where the PV array system will be placed as the maximum rating is 19kWp. The total amount of cost for the installation of 22kW Fast Charger charging station will be approximately RM30,000 [12]. Based on the assumption made, by applying the conservative estimate of one charging port charging station will be charging an EV every two hours during daytime. A total of 20 EVs each charged 20kWh per day which roughly

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translate a charge of 200km range at RM10 per 200km range of charge would yield revenue of at least RM200 per day and RM73,000 annually. With the consideration of the peak tariff price in TNB, the tariff type in Taylor’s University is Tariff C1- Medium Voltage General Commercial Tariff [14] which cost RM0.365 per kWh where the operating cost of RM7.30 per 200km charge is done and a total of RM146 per day. Figure 8 below shows the utility bill of Taylor’s University where it shows the type of tariff applied.

FIGURE 8. The utility bill of Taylor’s University

The total actual daily profit from this charging station will be RM54 and at least RM19,710 profit annually. With

the cost of installation for 22kW Fast Charger charging station, this outcome will be translated with payback period of at least 2 years for a single-charging port charging station and ignoring factors such as vandalism or theft.

As a conclusion, Taylor’s University is a viable location for the placement of charging station as it is a superior pit stop. The charging station specification will be a 22kW Fast Charger that has the 3 phase power requirement of 12.8kW. The PV array system will be integrated by tapping onto the Transformer 2 which will generate 15kWp of power to supply to the charging station. Transformer 2 will be located between Block A and Block B so that the PV array will be placed on top of the rooftop at Block B which will be connecting to the Main Switch Board (MSB) near the bus stop/ VIP parking area to supply the charging station.

SUMMARY

Since Malaysia is lack of infrastructure to promote the technology of EVs such as charging stations. By implementing a charging station in Taylor’s University, EV technology can be promoted so that the younger generations will have the knowledge and understand the importance of sustainable energy development. Not only that, the building of charging stations in Taylor’s University can increase the amount of charging stations in Malaysia and when the service is open to public, it will attract existing EV adopters and interested parties to come and charge their vehicle and have the platform to have better understanding about this green technology. With energy efficiency being the priority of the Malaysia government, it is important to consider ways to reduce the wastage of energy and the cost of operation as Taylor’s University uses a high amount of energy every month. By using solar PV, it can assist in reducing the consumption from the grid (TNB) and generate its own renewable clean energy. Using solar PV in Malaysia is beneficial as the program, Feed in Tariff (FiT) will provide a fixed rate so that whenever energy is generated through solar PV, the user will be paid accordingly. Furthermore, if the user purchase a solar PV that is

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manufactured locally, they will be able to enjoy the sales tax exemption as high as 10 percent [13]. Last but not least, with the solar-powered charging station on the rise, it is feasible for Taylor’s University to apply this new technology so that not only the generated energy from solar PV will be given back to TNB but it can also be used to power up the charging stations which can reduce the well-to-wheel emission further.

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