Transcript Mitchem, Sean - Edison Electric Institute

DC Fast Charging and Impacts to the
Grid
Sean C. Mitchem
Southwest Research Institute
®
Southwest Research Institute (SwRI )
®
 San Antonio, Texas
 About 3000 Employees
 1,200 acre facility
 Research, Development,
Test, and Evaluation
 Multidisciplinary Expertise
 Non-Profit
 Confidential
SwRI develops the technology that makes the
world “work”!
2
PEVs as Grid Resources
 How can a PEV act as a grid resource?
 Frequency regulation
 Demand charge mitigation
 Peak shaving
 How does a PEV act as a grid resource?
 Through careful, thoughtful planning…
 Dedicated, continuous systems engineering…
Outline
 DC Fast Charge
 SPIDERS program
 Vehicle aggregation as key to V2G
 SPIDERS performance testing
 Fast responding regulation
 Grid impacts, benefits, and mitigations
 Wrap-up
DC Fast Charging
 Direct current from charger to vehicle
 Converter/inverter located in charger, not vehicle
 Power from 0-60kW
 Based on current converter technology
 480V 3-phase, 100-200 amp service
 SAE Standard is up to 100kW, 500VDC 200amp
 Charge times typically < 1 hour
 Battery sizes 20 – 110kWh
Keys to Successful DC/FC Deployment
 Integrated system
 Aggregation
 Value proposition important
 Energy management (fleet)
 Energy management (facility)
 Ancillary services (fleet owner value proposition)
 What’s not considered?
 Utility Impact!
 Power always there and available
 Can push it back onto grid without any consequences
Develop a secure microgrid utilizing renewables and PEVs
The SPIDERS Microgrid at Fort Carson
• 1.1 MW Critical Load, 1 MW
Priority Load
• 3.25 MVA diesel backup
generation (three units)
• 2 MW Solar Array
• 5 Non-tactical PEVs with DC
Fast Charge V2G Capability
 Intended to provide cost reduction and
revenue generation through demand
response, peak shaving, and providing
ancillary services.
SPIDERS Phase II Schedule
 75% Design – September 2012
 95% Design – November 2012
 Break Ground – January 2013
 EVSE Installation – June 2013
 System Acceptance Testing – August 2013
 Technical Demonstration – September 2013
 Operational Demonstration – October 2013 (third party evaluation)
 Grid Services – Economic Demo – November 2013
 Project Final Reports – December 2013
SPIDERS PEV Components
 Boulder EV
 50 kW
 80 kWh
• Smith EV
• 40 kW
• 60 kWh
• Coritech DC EVSE
– 83 kVA BiDirectional
– SAE DC Combo
SAE DC/FC
(What’s Significant for V2G)
 J1772 – SAE EV & PHEV Conductive Charge Coupler
 Definition for DC Fast Charging with Off-Board Charger
 Bi-Directional Power Flows
 PLC Communications
 One plug for AC and DC connections
 Variable charge/discharge control
 Increases power flows significantly
 3.3 – 6.6/19.2 kW for AC Level 1 & 2
 0 - 100 kW for DC fast charging
DC/FC Vehicle Interface for SPIDERS
 First operational deployment of SAE J1772 Bi-Directional Fast
Charger
 Standard around SAE J1772 Combo Connector and
communications standards
 Importance of common connectivity
 Integration with 2 PEV manufacturers
Aggregation of Vehicles
 Present vehicle fleet as a single generation resource / load
resource entity
 Hide details of PEV management from grid
 Balance grid opportunities with PEV driver needs
 Take advantage of
 DC charge / discharge times
 Frequency of PEV idle times
 Manage real power and reactive power
Reactive Power Management
 Use EVSEs to assist in kVAR control – positive $$
 Done with or without PEVs connected
 Savings realized through
 Reduction of facility PF penalty when grid tied
 Reduced fuel costs when in microgrid mode through more
efficient gen set operation
 Aggregator manages reactive power in similar manner to real
power
Capacity Testing
kVAR
400
MAX
CAPACITY
350
300
250
200
150
100
50
kW
0
-300
-250
-200
-150
-100
-50
0
50
100
150
200
250
-50
-100
-150
-200
-250
-300
-350
-400
MAX TARGET
VEHICLE
CAPACITY
300
Time Response Testing
September 17th
September 18th
150.0
200
EVS-KW
100.0
100
0
10:55
50.0
11:02
11:09
11:16
11:24
11:31
11:38
11:45
11:52
12:00
0.0
11:42
-100
-50.0
-200
EVS-KVAR
-300
-400
EVS-KVAR
EVS-KW
-100.0
-150.0
11:45
11:48
11:51
11:54
11:57
12:00
12:02
12:05
Summary of SPIDERS
 System engineering key to program results to-date
 Operational deployment of five 55 kW DC/FC using SAE
standards
 PEV fleet aggregated into single source for microgrid / grid
controller interface
 +/- 275 kW
 +/- 375 kvar
Fast Frequency Regulation
(Another example of PEVs as a grid resource)
 Fast responding regulation service (FRRS)
 Use of fast-acting (less than 1 second to full response)
resources to counter frequency variations
 Being implemented in all US ISOs – FERC Order 755 and 784
 ERCOT FRRS Pilot Feb 2013 to Feb 2014
 Use of PEV delivery fleet to provide FRRS Reg-Up service
 AC Level II chargers
 10-12 kW max load
 Monitor grid frequency and automatically provide service
 .09Hz deviation from 60Hz
 Implement full bid capacity
FRRS Program
 Project team – Center for the Commercialization of Electric
Technologies, Frito-Lay, ERCOT, Southwest Research Institute
 Objectives
 Aggregate PEV fleet to respond to FRRS Reg-Up
 No impact to fleet operational schedule
 Characterize available performance/revenue generation
 FRRS program participation – November 2013
Wrap-up
 System engineering key to success
 V2G value proposition important, stakeholder appreciation
 V2G through DC/FC using SAE Combo Connector with
two vehicle platforms
 Aggregation of PEV kW and EVSE kvar
 The system is on the ground, installed, tested, and works!!!
 FRRS – another V2G opportunity
Utility Impacts of DC Fast Charging
 Sudden 20-50kW variable loads can be significant on local
distribution
 Multiple DC/FC loads even greater problem
 Ft. Carson is a potential 250kW load
 Most DC/FC loads will be during peak times, not nights
 Individual DC/FC loads of more concern than fleet loads
 Fleets can be controlled with aggregation
 Individual loads mean unpredictable usage
 Most aggregation ideas focus on pricing advantages, not loads
 Would wait until evening to charge, but would charge all at
once rather than spreading them out over several hours
DC/FC Benefits to Grid
 Controllable Load Resources
 Regulation-type Services
 Demand Services
 Short-term Reserves
 Distribution voltage support through reactive power
management
 Solar feeding variable power at unity power factor
 Short-term reverse power flows
 Utilize for congestion management
 Increased storage capability for renewables
Mitigation of V2G Impacts
 Pricing incentives specific to PEVs




TOU
Special pricing (on separate meter)
Reactive power incentive
Other? (based on aggregated load?)
 Factoring aggregated PEV capacity in SCED decisions
 Utility aggregation control
 Specific control signals for aggregated PEV fleets
 Utilization of reactive power capabilities (where available)
 Aggregation of aggregators
 New ancillary services
 FRRS
Summary
 V2G is here now, and is increasing
 AC systems mostly providing demand response
 PEV Frequency regulation being tested in PJM
 Fleet DC/FC implemented in Colorado Springs
 Fleet Fast FR being built in ERCOT region
 Extensive charger infrastructure in CA, Washington state
 Utilities need to plan now for impacts and develop
mitigations
 T&D can benefit from increase in grid storage capabilities
 For More Information Contact:
Sean C. Mitchem
Principal Analyst
Southwest Research Institute
210-522-2698
[email protected]