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Electrified Transportation as a Power Grid Resource
Katherine McKenzie Hawaii Natural Energy Institute, University of Hawaii at Manoa
E-mail: [email protected]
Richard Raustad Florida Solar Energy Center, University of Central Florida
Andrew Meintz
National Renewable Energy Laboratory
Haukur (Hawk) Asgeirsson DTE Energy (Retired)
Panel Presentations at:
IEEE Transportation Electrification Conference and Expo, iTEC
June 2016
The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation’s University Transportation Centers Program in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof.
iTEC IEEE Dearborn Michigan, June 29, 2016
Katherine McKenzie Hawaii Natural Energy Institute University of Hawaii at Manoa
Interaction of EVs In a High Renewables Island Grid
hawaiiindependent.net
Hawaii Natural Energy Institute
• At the University of Hawaii Manoa
• Established by the Legislature in 2007
• HNEI leads many significant public-private partnerships
focused on the development, testing & evaluation of
emerging energy technologies to reduce Hawaii’s
dependence on fossil fuels
Programs:
o Alternate fuels
o Renewable generation
o Fuel cells & batteries
o Energy efficiency &
Transportation
o Grid Integration
1) Renewable
Portfolio
standards
•30% by 2020
•40% by 2030
•70% by 2040
•100% by 2045
3
Objectives
2) Straighten the Duck Curve
HNEI is partnering with the Florida Solar Energy
Center on a US DOT program to transform the
country’s transportation network into a fully
integrated ‘smart’ EV deployment coupled with a
‘smart’ electric grid.
HNEI’s focus is the technical and economic
benefits and challenges of EVs on an electric grid
characterized by high penetration of intermittent
renewable energy.
Electric Vehicle Transportation Center
(EVTC)
5
EV Integration on the Grid
Hawaii Today
• All fossil fuels imported
• 77% of electricity is fossil
• Electricity costs over time
follow oil cost
• Highest electricity rates in
the US at $0.28 per kWh
• Renewable produced 23%
electricity
Jet Fuel 34%
Electricity 32%
Petrol/Marine Fuel 27%
Other 7%
Petroleum use in Hawaii
7
Hawaii’s Electric Rates Track Oil Prices
Source: US DOE online “eGallon”
8
Source: US DOE eGallon (May 2016)
Even with the low price of oil…
9
Why Hawaii for EV/Grid Integration?
Wind and Solar Resources High day-to-day variation
Po
we
r o
utp
ut
Wind Solar
10
Day in the year Day in the year
11
Pathway to a Renewable Energy Future
• Develop models to evaluate future changes to Hawaii
energy systems
• Identify strategies to maximize use of renewable
generation
• Estimate costs and impacts to state economy.
Use quantitative analysis to inform policy.
• GE Multi Area Production Simulation (GE MAPS) was
used for power grid simulation; fuel use, reduction in
wind and solar curtailment
• Potential, cost effective pathways to 40% wind plus
solar identified
• “Advanced” mitigations needed for higher penetrations
12
Data &
Scenarios
Dispatch &
Cost
HNEI-GE Modeling
13
Hawaii’s Renewable Portfolio Standards
• 30% by 2020
• 40% by 2030
• 70% by 2040??
• 100% by 2045??
24 Hour Load Profile with High Renewable Penetration
Leads to
curtailment
14
15
• Reduce renewable energy output
Option – curtailment
• Increase utility load midday
Option – charge electric EVs midday
• Decrease utility load at peak
Option – reduce EV charging at peak
Teach the Duck to Fly*
*Lazar, J. (2016). Teaching the “Duck” to Fly, Second Edition. Montpelier, VT: The Regulatory
Assistance Project.
Available at: http://www.raponline.org/document/download/id/7956
16
Analysis Assumptions
• Average plug-in EV uses 30 kWh/100mi
• 11,000 miles traveled per year
• Over 130,000 EVs on Oahu by 2045, and 260,000 with
EIA high oil price (~ 22% of passenger vehicles on
Oahu)
*Update to Factors Affecting EV Adoption: A Literature Review and
EV Forecast for Hawaii, Coffman, M., Bernstein , P. & Wee, S., (2015)
Reduce Curtailment Using EV Charging
Profile 1: 30% daytime, 70% at night
Perfect Tracking
Possible EV Charging Profiles
Uniform Charging
Profile 2: Same as Profile 1, but 0% Peak
18
Reduction in Curtailed Energy Resulting from EV
Charging
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
Base Case 1500W/100S
Base Case 4500W/300S
Base Case 3500W/500S
Base Case 2700W/300S
Red
ucti
on in
Cur
taile
d En
ergy
Reduction in Curtailed Energy by Base Case: Percent Used
by EV Fleet
Uniform Charging
Perfect Tracking
Profile 1
Profile 2
19
Progress in EV Mileage On Oahu
32
36
44
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
20
25
30
35
40
45
50
2012 2016 Scenario 2020 Scenario
W&
S
(MP
Ge)
Conclusions
• Hawaii presents a “Post Card from the Future”
• EVs do not reduce curtailment as much as expected,
especially wind
• Need midday/workplace charging on Oahu
Acknowledgement: work performed under the Electric Vehicle
Transportation Center and funded under a subaward from the
Florida Solar Energy Center, through a grant from the U.S.
Department of Transportation
20
EV Workplace ChargingPower Demand … the hidden secret
Richard A. RaustadFlorida Solar Energy Center
1
Workplace Charging Considerations
• Charging rate required for employees
• First cost of equipment
• Fee or non-fee based
• Impact on building energy/demand
2
EV ChargersElectrical Ratings
• AC Level 1 : 120 VAC, 1.9 kW
• AC Level 2 : 240 VAC, 19.2 kW
3
AC Level 1
Typically 1.3 kW
AC Level 2
Typically 6 kW
EV ChargersElectrical Ratings
• DC Level 1 : 500 VDC, 40 kW• DC Level 2 : 500 VDC, 100 kW
4
Kia, Nissan, Mitsubishi,Subaru, Toyota
Audi, BMW, Chrysler, Daimler, Ford, GM, Porsche, Volkswagen
CHAdeMO SAE Combo
Equipment Costs5
1 Agenbroad, J., Holland, B., “Pulling Back the Veil on EV Charging Station Cost”,Rocky Mountain Institute, April 2014.
2 Includes permitting
Operating Costs6
1 AC Level 2: 6 kW, DC Level 2: 30 kW avg., $11/kW, 12 months/year (MI: $22/kW)2 35 mi, 3.5 mi/kWh, $0.12/kWh, $0/kW (residential or non-demand electric rate)3 9 hours @ 6 kW, 5 days/week, 50 weeks, $0.06/kWh (commercial electric rate)4 1 hour @ 16 kW avg., 9 times per day, 5 days/week, 50 weeks, $0.06/kWh (comm.)
Charger
Recurring Costs
Energy(sessions) Demand1
AC Level 1 $3002
(250) $0
AC Level 2 $8103
(750) $792
DC Level 2 $2,1604
(2250) $3,960
(1 EV)
(6 EV’s)
(18 EV’s)
$300 /EV/yr
$340 /EV/yr
$267 /EV/yr
Charger Selection7
What type of charger is appropriate for workplace charging?
AC Level 1 (slow):9 hours ≈ 30 miles
fast moderate
EV Workplace ChargingPower Demand … the hidden secret
• Impact on Building Electrical Demand
• Demand Limiting Strategies
Illustrated by case study
8
FSEC Building Information9
- 70,000 ft2 - 2 workplace chargers (12 kW)- 200 tons chiller capacity - 2 public Level 2 (12 kW)- 90 employees - 1 public DC Fast charger (45 kW)
- 5 ½ PEV’s ( 5 Leaf, 1 Volt)
Building Demand Impact Example10
$2.42
Charger Impact on Utility CostFeb 6. 2015 – Jun 7, 2016
11
Normal Building Operation:- 370 kW summer peak- 1,500 MWh/yr- $10,000/mo electric
Controllable Workplace Chargers12
Demand Limiting Strategies
• Scheduling (passive)
• Turn off at peak (active)
• Chiller plant capacity reduction
• Auxilliary power interrupt
• EV as storage medium (V2G)
13
EVs in the Future – World SalesPlug-in Light Vehicles
14
Current Research ActivitiesFSEC Facilities Resource Study
15
Current Research ActivitiesFSEC Charging Station
• Charging Technologies
• Electric Grid Integration
• Environmental Effects
• Transportation Planning
16
Current Research ActivitiesFSEC EV Laboratory
• Charge vs Discharge
• V2G Applications
• Charging Optimization
• Electrical Demand
17
Current Research ActivitiesFSEC EV Laboratory - Wireless Charging
18
Current Research ActivitiesFlorida Turnpike Charging Station Optimization Study
• Infrastructure requirements
• Queueing models
• Siting
19
Thank You
For More Information:Richard Raustad
20
Acknowledgement: work performed under the Electric Vehicle Transportation Center and funded through U.S. Department of
Transportation Federal Grant: DTRT13-G-UTC51
DTE Electric Large General Service Rate21
http://www.dleg.state.mi.us/mpsc/electric/ratebooks/dtee/dtee1curd1throughend.pdf
Impact on Monthly Demand22
- begin efforts to eliminate demand costs due to workplace charging
Impact on Monthly Energy23
Integrating PEVs with Renewables and the Grid
Andrew Meintz
June 29 2016
2
18kW Solar PEV Parking Lot with 50 kW Fast Charger
NREL Parking Garage with 36 EVSE’s Charge Research and Visiting Vehicles
VTIF provides interior and exterior areas for systems EVGI communications and power exchange
NREL PIX20104
NREL PIX23458
NREL PIX21661
Vehicle Testing and Integration Facility (VTIF)
Source Andrew Meintz
3
Energy Systems Integration Facility (ESIF)
• 182,500 sq. ft.
• 1-MVA bi-directional grid simulator
• Low Voltage Distribution Bus
• Medium Voltage Outdoor Test Area
• Full Power Hardware in the Loop (PHIL) testing
• Petascale High Performance Computing (HPC)
Research Electrical
Distribution Bus
(REDB)
DC (±500 V)
• 250 A
• 1600 A
AC (600 V)
• 250 A
• 1600 A
Example microgrid
NREL PIX26198
Residential Transformer
(25KVA)
AV EVSE
AV EVSE
AV EVSE
AV EVSE
AV EVSE
AV EVSE
AV EVSE
AV EVSE
Leviton EVSE
Leviton EVSE
Siemens EVSE
Siemens EVSE
Siemens EVSE
Siemens EVSE
Siemens EVSE
Siemens EVSE
250kW Load Bank
Utility grid power
NREL Internet
MVOTA
X2 Home Circuit Lighting
Appliances HVAC Systems
Electronics EV Charging
SPL
Lab
X2 11kW PV Simulator MillBank EVSE Siemens EVSE
ESL Lab
REDB
Communication line
Power line
REDB
MVOTA: Medium Voltage Outdoor Testing Area SPL: Smart Power Laboratory ESL: Energy Storage Laboratory REDB: Research Electrical Distribution Bus
NREL PIX32467 NREL PIX32467
NREL PIX28198
5
Electric Vehicle Grid Integration at NREL Vehicles, Renewable Energy, and Buildings Working Together
Vehicle-to-Grid Challenges
Bi-Directional Power Flow
Develop and evaluate integrated V2G systems, which can reduce local peak-power
demands and access grid service value potential
Emergency Backup Power
Explore strategies for enabling the export of vehicle
power to assist in grid outages and disaster-
recovery efforts
Local Power Quality
Leverage charge system power electronics to monitor
and enhance local power quality and grid stability in
scenarios with high penetration of renewables
Managed Charging
Evaluate functionality and value of load management to reduce
charging costs and contribute to standards development
• GE Wattstation in NREL Parking Garage
• Grid2Home EVSE and Gateway with SEP2.0
• Leviton with Modbus
• AV EVSE via Wifi
• Toyota collaboration leverages vehicles and ESIF
• Light and heavy duty wireless charging systems
• Bi-directional fast charge
• Via Motors van with export to loads
• Nissan Leaf with V2H unit for backup
• Mini-E with Univ of Del and NRG
• PGE Utility truck characterization in ESIF
• 2 Smith EV trucks from Ft. Carson microgrid project
• Via Motors van with grid SEP2.0
Life Impacts
Can functionality be added with little or no impact on battery and vehicle performance?
Information Flow and Control
How is information shared and protected within the systems architecture?
Holistic Markets and Opportunities
What role will vehicles play and what value can be created?
• Using BLAST-V for scenario assessment
• Developed data entry and campus connections
• SEAC collaboration on market opportunities report
Achieved
In Process
Managed Charging and Local Power Quality
7
PEV Charge Management with Renewable Sources
Provide simple interface with least
information necessary to create
managed individual and aggregate
scenarios with status display
RSF = Research Support Facility
NREL PIX21661
8
On-board Charging Characterization
• Unidirectional control of EVSEs over Modbus using market vehicles:
• 5 to 10 A step-up/down tests to validate dynamic performance
NREL PIX29382
Source NREL, Mithat Kisacikoglu
Source NREL, Mithat Kisacikoglu
Source NREL, Mithat Kisacikoglu
9
Unidirectional Charging Characterization
• ~0.56s communication delay using Modbus protocol • Different vehicles respond with different transfer functions • SAE J1772 specifies a 5s maximum response time (from CP change)
10
Unidirectional Charging Characterization
• Different vehicles respond with different transfer functions • iQ ramp response in this example is ~5.3 A/s • Mini-E ramp response in this example is ~ 1.5 A/s
11
WPT Grid Integration Testing
• Power quality testing for different grid voltage/frequency, receiver alignment, and battery charging power conditions. • Current harmonics • Battery ripple current • Power factor
• Management with renewable and L2 EVSEs • Three-phase implementation in a microgrid study.
DC Electronic Load
Grid Simulator
Infrastructure Inverter
Transmitter Coil
Receiver Coil
Vehicle Rectifier
0 to 400 VDC
0 to 600VAC @ 85 kHz
200 to 240 VAC 50/60 Hz
0 to 600VAC @ 85 kHz
Source NREL, Andrew Meintz
Bi-directional Power Flow and Emergency Power Back-up
13
Bi-directional System Component Characterization
• Sharp Energy Storage System: 43 kWh, 30 kW IPC interface
• Via Motors Van - Coritech EVSE:23 kWh, 14.4 kW V2G-V2H
• Nissan Leaf - Nichicon EV Power Station 6kW V2H
• Smith EV Truck-Coritech EVSE: 80 kWh, 60 kW
• Transpower School Bus- Milbank EVSE: 90 kWh, 22.6 kW
• Mini-E – Milbank EVSE: 30kWh ,14.4 kW
• PV System (emulated-22 kW and real-18 kW)
• Residential and commercial loads (125kW AC)
• 30kW Grid Simulator and RTDS system
Smith EV Truck
Sharp Storage
Source NREL, Andrew Meintz
Via Motors Van
Source NREL, Andrew Meintz Source NREL, Mithat Kisacikoglu
Smith EV Truck Sharp Stationary Storage
Source NREL, Andrew Meintz
Nissan Leaf Nichicon V2H
14
Export Power Using PEVs
• Via Motors Van with Coritech EVSE
• 14.4 kW on-board bidirectional charger
• Series hybrid PHEV with 23 kWh battery
• V2H and V2G capable, SEP 2.0 grid link, Homeplug GREEN PHY
• Single phase 120V/240V up to 60A off-grid power generation
• Nichicon EV Power Station
• 6 kW off-board charging capability
• 120V/240V, total 50A@120V V2H power capability
• Runs with Chademo compatible PEVs (Leaf, Mitsibushi i-
MiEV)
• Switching from grid connected to grid-isolated operation
Via export power port So
urce
NR
EL, Mith
at Kisaciko
glu
240V 120V
Research scope • Analysis of powering real home loads with Nissan Leaf and Via Van w/o grid.
• Evaluating the emergency power capability of EV (Leaf) and PHEV (Via-Van).
• Integrating emulated/real solar PV systems with V2H to extend the emergency power duration.
• Investigating microgrid operation of vehicles to power several houses.
Leaf-Nichicon power export
15
Emergency Power Backup
NREL PIX32681
NREL PIX32465
PV Generation
Home Loads
Relay Box
EVPS AC/DC
Nissan Leaf
Grid
HVAC Water Heater Dryer Stove Refrigerator Washer Dishwasher Lights Television
On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58
Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24
Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56
Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16
16
Emergency Power Backup
NREL PIX32681
NREL PIX32465
PV Generation
Home Loads
Relay Box
EVPS AC/DC
Nissan Leaf
Grid
HVAC Water Heater Dryer Stove Refrigerator Washer Dishwasher Lights Television
On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58
Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24
Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56
Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16
17
Emergency Power Backup
NREL PIX32681
NREL PIX32465
PV Generation
Home Loads
Relay Box
EVPS AC/DC
Nissan Leaf
Grid
HVAC Water Heater Dryer Stove Refrigerator Washer Dishwasher Lights Television
On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58
Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24
Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56
Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16
18
Modeling and Testing of Microgrid
Power hardware in the loop testing
Source NREL, Andrew Meintz
Grid Modernization Efforts
20
20
21
• Funding for research at National Labs to define and develop integrated systems supporting Grid Modernization Initiative objectives
• EERE Solar, Wind, Buildings, Vehicles, Fuel Cells program supporting along with Office of Electricity
• Proposals are intended to be multi-year and include collaboration across multiple labs
• Category 1 – Foundational efforts; cross-cutting
• Category 2 – Program-specific technologies with interfaces to Category 1 activities
Grid Modernization Lab Call Overview
Multi-Lab EV Smart Grid Working Group delivers guidance report to DOE - May, 2015
Multi-Lab EV Smart Grid Working Group DOE Vehicle Technologies Office
22
Vehicle to Building Integration Pathway
Description
• Enable workplace charging and promote broader PEV adoption through the development and demonstration of an interoperable communication pathway and control system architecture that connects
[1] Plug-in Electric Vehicles (PEVs)
[2] PEV drivers
[3] Electric Vehicle Support Equipment (EVSE)
[4] Building Energy Management System (BEMS)
in order to create value for all parties.
• Demonstrate scalable communications and control system will enable managed energy use between dissimilar grid-connected devices that will mitigate demand charges.
• Establish a physical platform to develop and test the technical requirements needed for standards development and interoperability.
Participating labs (lead lab first): PNNL, ANL, INL, LBNL, NREL Partners: AeroVironment, Bonneville Power Administration, University of Delaware, DTE Energy, California Energy Commission
Funding: $3.4M over three years
Multi-Lab EV Smart Grid Working Group DOE Vehicle Technologies Office
M
EVSE
BMS
INV PEV
PEV
EVSE
Driver
Driver
Load Load
23
Systems Research Supporting Standards and Interoperability
Description
• Develop a distributed vehicle/grid integration platform to determine the feasibility of PEVs providing grid services and renewable energy integration without negatively impacting the PEV customer experience
• Perform distribution-level hardware-in-the-loop demonstrations involving a variety of vehicles and other distributed energy resources at numerous facilities
• Trial multiple communications pathways to accelerate standards development and understand how to prioritize the needs of the PEV customer, facility, third-party aggregator, and grid operator in multiple use cases
Participating labs (lead lab first): INL, ANL, LBNL, NREL, ORNL, PNNL
Partners: Bonneville Power Administration, DTE Energy, Eversource, University of Delaware, Siemens, California Energy Commission, USDRIVE Grid Interaction Technical Team
Funding: $3.6M over three years
Multi-Lab EV Smart Grid Working Group DOE Vehicle Technologies Office
TX
TX
TX
Aggregator
Sub
Grid Ops
24
Modeling and Control Software to Support V2G Integration
Description:
Develop advanced modeling and simulation tools to:
1. Understand how much renewables integration is enabled by vehicles, and developing operational frameworks so clean vehicles enable a clean grid.
2. Understand the value available for vehicles to serve as a grid resource under different VGI approaches.
3. Provide tools and understanding to guide effective decision-making on VGI pathways for all stakeholders.
Participating labs (lead lab first): LBNL, ANL, INL, NREL, ORNL, PNNL
Partners: Bonneville Power Administration, California Energy Commission
Funding: $2.8M over three years
Road network (mobility)
EV Charging / Availability
Grid network
Simulations & data to quantitatively understand interactions and opportunities
between mobility & grid networks
Multi-Lab EV Smart Grid Working Group DOE Vehicle Technologies Office
Questions: Andrew Meintz,
Energy Benefits from Vehicles, Buildings, and Renewables Working Together
Managing EV Load
Workplace Charging Project
Utility Perspective
Hawk Asgeirsson, Manager Power Systems Technologies (Retired)
June 29, 2016
DTE Energy is an Integrated Energy
Company
2
Agenda
• Why manage EV load?
• Local level
• System level
• Renewable variability
• Workplace charging
• Interoperability & standards
Day High Temp Low Temp Avg. Temp
1 87 65 76 2 93 65 79 3 93 71 82
Residential Distribution Circuit Load Graph
Summer 2012 high temperature days
Residential Experimental PEV Rate
5
• PEV rate approved in August 2010 – 2,500 limit
• Choice of two Experimental Electric Vehicle Rate
options:
• Option 1- Time of Use Rate
• Option 2 - A Flat Rate (250 customer cap)
• Both options required a separately meter service
• An incentive up to $2,500 was offered to offset the
purchase and installation costs for a Level 2 EVSE
$40 per month + applicable surcharges
and taxes.
Option 2: Flat Rate Option
Option1: Time of Use Rate Option
Time of Use Rate
On-Peak: $0.18195 kWh* Off-Peak: $0.07695 kWh*
On-Peak: All kWh used between 9am and 11pm Monday- Friday Off-Peak: All other kWh used.
*Prices do not include applicable surcharges and taxes
Time of day
Ave
rage
kW
Residential Charging - Pilot PEV Rate
Average Demand - TOU vs Flat Rate
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Flat TOD
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Flat TOD
Date: August 1-3 Wed-Fri
Day High Temp Low Temp Avg. Temp
1 87 65 76 2 93 65 79 3 93 71 82
Distribution circuit load graphs
Summer 2012 high temperature days
8/1/12
8/2/12
8/3/12
Typical system summer load curve – how to
manage morning ramp rate with workplace
chargers
8
California - SDG&E System Load
9
Wind production is variable
10
-20
0
20
40
60
80
100
120
10/2/2013 0:00 10/3/2013 0:00 10/4/2013 0:00 10/5/2013 0:00 10/6/2013 0:00 10/7/2013 0:00 10/8/2013 0:00 10/9/2013 0:00 10/10/2013 0:00
DTE Energy Wind Park Total MW
Workplace Smart Charging Project - DOE
Funded
• Install 24 charging stations in the DTE Energy HQ parking deck
• Utilize DTE’s Tropos mesh network to communicate with head end software
• Upgraded existing infrastructure to support increased load from EVSEs
• Utility service was not upgraded – New LED lighting installed
11
Delta’s “smart grid-capable” Level-2 EVSE
12
• Bi-directional communications between
EVSE and energy service providers
• Revenue-grade metering
• Advanced metering infrastructure
(AMI)/Ethernet/power line
communications (PLC)/Wi-
Fi/cellular/ZigBee interface capable
• Interface capable with in-home displays
and home energy management systems
• Utility communication messaging
• Controls including direct load control at
fixed percentage of EV load reduction,
remote disconnect, etc.
• Zigbee bi-directional communication
• 0.5% accuracy in operation range
• Zigbee interface to AMI meter / wi-fi
• Display and control through Home Energy
Management System (HEMS) user
interface
• Smart Energy Profile (SEP) 1.1
(Time synchronization, DRLC, Price information)
• Charging current control through J1772
interface
Workplace Charging
13
DOE Project Task #1:
Workplace Charging EVSE Installations, 24 units
Includes the build and installation of 24 units of
the EVSE, for installation and evaluation at DTEs
downtown Detroit site
DOE Project Task #2
Monitoring and Network Software Installation.
This includes monitoring and evaluation of the
EVSE performance in various scenarios
anticipated by power company management,
using the smart grid functions of the EVSEs, and
network management software installed for this
purpose.
• 24 units are in operation
• Software Installed:
• Demand Response
• Real-time monitoring
• Charge Profiling
• Data History
14
Infrastructure Upgrades
• 50kVA Transformer
upgraded to 225 kVA
• Main breaker upgraded to
600 Amp
• 480/208 Volt transformer
• Upgraded existing service
panel and added second
service panel and bus
• Utility service was not
upgraded – New LED
lighting installed
Service Panel 1 Service
Panel 2
Bus
225 kVA Transformer
Comm Panel
15
EVSE Site
Total of 24 EVSEs
Four or five EVSEs around each column
16
EVSE Site
Photo of the 2nd generation EVSE Prototype installed and under field trial at DTE's parking garage in downtown Detroit, MI.
Guests viewing charging of Daimler Smart EV at the October 2014 demonstration event.
Network Architecture
17
WiFi AP for
EVSEs
DTE Energy
Tropos Mesh
Radio System
Tropos
Radio
CAT5e Ethernet
cable
SMS @ DTE
Control Room
DTE Energy DR-SOC (DERMS)
18
DMS
Sensors, Switches, Capacitors, Regulators
MDMS OMS
DR-SOC
SOLAR BATTERY PEV
Enterprise Integration
GIS
SCADA / Field Networks
Etc.
ICCP
Field Communication Network
or cellular
DNP3
Master
Site Management System
Charger Status
Site Management System
Charger Details
• Power Profile display in
24 hr overview and close
up view.
• Orange trace – max
power setting
• Blue trace – real-time
power
• Any profile curve can be
entered into software
Site Management System
Charger Power Profile
Control Strategy - Based on Power Command Profile, distribute available
capacity equally to those EVSEs in charging
Site Management System
Charger Power Profile
DTE Energy – OnStar Demonstration
• From DTE HQ, uploaded DTE Energy PEV rate schedule to Volts through OnStar telematics
OEM Central Server Proof of Concept
EPRI-Utility-Auto Demonstration
• Use Case 1 is the B2B internet
connection
– From the Utility Demand Response
Management System to the Central
Server utilizing the OpenADR 2b
protocol.
– Implements DR Events and TOU
Rate Tariff Schedules
communicated via the B2B internet
connection to the Central Server to
the individual OEM servers to the
PEVs.
AT SMUD LOCATION
Internet
VTO Systems Research Supporting Standards and Interoperability
• Vehicle to Building Integration Pathway
• Systems Research Supporting Standards and Interoperability
• Modeling and Control Software to Support V2G Integration
• Diagnostic Security Modules for Electric Vehicles to Building Integration
25
Multi-Lab EV Smart Grid Working Group