Thinking aheadElectricity network
andelectric vehicles
Jesús García Martín
28 September 2015, ISPRA (Italy)
1Transatlantic e-Mobility Market
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2Transatlantic e-Mobility Market
Smart Distribution SystemsModelling Power Systems and ICT together
– eg. volatility & response time
Observability at Distribution Level– cost effective techniques
Power Electronics Technologies– for Smart distribution
EVI (Electric Vehicle Integration)
Risk based operation
DC distribution grids & integration into AC grids
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3Transatlantic e-Mobility Market
Microgrids
Cyber Security
Smart Transmission Systems Power Technologies to increase network flexibility
– inc. Integration of new technologies
Monitoring and control technologies for the Pan-European network
Pan-European market tools– for system adequacy, efficiency, large-scale RES
Market mechanisms– eg. ancillary services & balancing
Long-term asset management
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4Transatlantic e-Mobility Market
The integration of demand-side management 2035at DSO level into TSO operations and vice-versa
Ancillary services provided through DSOs– new ancillary services; not just load tripping
Distributed self-organisation vs. central control
Energy Cloud– “big data” associated with the electrical network
Infrastructure integrating Energy/Electricity and ICT
Consumer Maturity– no single type; adaptation times vary
Legislation/Regulation: New energy-market designs– market creativity vs economic stability + security of supply, etc.
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Transatlantic e-Mobility Market
Integrated sustainable, secure and economicelectrical systems Observability and Control
– eg.ICT for Control, WAMS, etc; detection of anomalies/patterns
Widespread Storage within the Grid– different types: bulk, off-shore, local; synergies between them
Self-healing– and interaction with protection & control
Advanced components
VPP (Virtual power plants) and market
Operator Issues, Training and Education
Priority Topics (4/4)
6Transatlantic e-Mobility Market
Transatlantic e-Mobility Market
1. THE DEMANDWhat electric vehicles demand to the grid
1. It is a load(voltage and power)
2. It is a battery(electrochemical)
3. Power Vs. Charging time
1. THE DEMANDWhat electric vehicles demand to the grid
Battery. Charging regime
1. THE DEMANDWhat electric vehicles demand to the grid
Battery. Recharging cycles
1. THE DEMANDWhat electric vehicles demand to the grid
Fast charging
1. THE DEMANDWhat electric vehicles demand to the grid
Summary
• Slow charging. 3,5kW (220 V)-5 hours(number of cycles with recharge capacity up to 10 years of typical drive)
• Fast charging. 40-70 kW (380 V 3 fases)-30 minutes(reduction of the number of cycles depending on the combination slow/fastchargings)
¿Will vehicles be equipped with both charging types?(the charger-converter in fast option is 10 times more expensive than the slowone)
• Mobile charge. It moves.
2. THE ELECTRICITY SYSTEMNeed of charging control
Vehicle park forecast
Electric vehicles – Potential market
2. THE ELECTRICITY SYSTEMNeed of charging control
Impact on the system
– 1 Million EV estimated, travelling 10.000 Km yearly on average, with a consume of 20 kWh/100Km. Theaggregated energy demand is 20 GWh (<1%, of 256.000 GWh of yearly national consumption) (*)
– With two ssuppositions:
– EV are charged 90% during the night
– EV are charged 50% during the night, and 50% during the day
• The conclusion is that in any case 1 million EV implies a relevant demand increase for thegrid.
( *) The reduction of national electric consumption due to the implementation of efficient lightning is estimated on 1%yearly, for the next 5 years.
2. THE ELECTRICITY SYSTEMNeed of charging control
EV charging control
1. Prices, which stimulate charging inthe most convenient moments.
2. Technical, to ensure in everymoment the stability of the system
2. THE ELECTRICITY SYSTEMNeed of charging control in EV
3. DISTRIBUTION NETWORKS
Type Numbers
Substations (ST & STR) Thousands
(1.300 in IBD)
Surface Distribution Substations +In Poles
Tens ofthousands
(34.000 + 25.000,IBD)
Underground DistributionSubstations
Tens ofthousands
(25.000, IBD)
Points of supply Millions
(10.600.000, IBD)
4. CHARGING POINTSCharging infrastructures: impact on the network
Individual garages• The majority will use slow charging.• No impact in the network
Collective private garages(inc. companies)
• The majority will use slow charging.• No impact in the network
Garages of public access(privates or public property)
• Preference for the fast chargings (typicalparking duration: 2 hours)• It will be necessary a supply point (it can be upto MV) as in every consumption center
Non-vigilated parkings (publicroute)
• Higher complexity for the implementation andmaintenance of the infrastructure
Charging stations of EV• It will require MV and HV supply, depending onthe number of charging points
5. CONCLUSION (I)
• The electric vehicle demands different power dependingon the charging type of its battery.
• The slow charging is the best one for the batteries(current technology).
• The electricity system (production, transmission anddistribution network) is ready to charge, in a managedway, the electric vehicle.
• Capability does not mean availability.
5. CONCLUSION (II)
• The management will have to be done by price signals andby technical means.
• The metering usage and telecommunications will allowsuch management within the distribution networks.
• Do not forget the regulatory issues.
• The final efficiency must take into account the efficiencyof the overall chain (from production to consumption).
• V2G options are strongly linked with an overall efficientsolution.
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Any Questions?
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Thank you for your attention
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