DTE Energy EVSIn andSmart and Smart Vehicles Grid...

Infrastructure Working Council – August 30, 2011

EVS and Smart Grid IntegrationANA M MEDINADTE ENERGY

EVS and Smart Grid IntegrationANA M MEDINADTE ENERGY

DTE EnergyPlug‐In Electric Vehicles and MeteringHawk Asgeirsson, P.E.Manager ‐ Power Systems TechnologiesDTE [email protected]

Agenda

• DTE Energy Electric Vehicle Rate Program

• EV Rates

• Preliminary Results

• Metering Issues

2

1 Rate Schedule: On‐Peak: 9 a.m. – 11 p.m. (Mon – Fri) Off‐Peak: 11 p.m. – 9 a.m. (All day weekends and Mon ‐ Friday). Plus 4.195 cents/kWh distribution charge2 Available for the first 2,500 customers that qualify, or until December 31, 2012.

EV Rate (D1.9)1

On‐Peak 14 cents/kWhOff

Option 1

Option 2 Monthly ‐Peak 3.5 cents/kWh

Flat Bill: $40Limited first 250 customers

Requires a 240 V separate meter circuit

EVSE Incentive2

C omers that ust enroll in our EV Rate qualify for up to $2,500* which covers EVSE, installation and separate meter.

DTE Energy Electric Vehicle Programfor Residential Customers

EVSE Installation ProcessDTE Energy Facilities the Entire Process

Step 2: Online Site Assessment

Step 3: Onsite Assessment & Quote

Step 4: Installation Scheduling

Step 1: Complete application

• dddd

Step 6: Post Installation Inspection

Step 7: Meter Installation Step 8: Post InstallStep 5: Permitting

and Installation

•Welcome Pack• Customer Survey• Ongoing Support

www.dteenergy.com/pev

Customer Applications

= 108

EVSE Installed =

93

Meter Installed =

83

Status of our Residential Program

Over 90% of DTE Energy Volt owners are participating in our program and selecting to share their information with us for distribution system planning

6

Initial EV Rate Adoption, and Preliminary charging behaviors

PEV RATE OPTION #1Time of Use (TOU)

PEV RATE OPTION #2Flat Monthly Bill $40

83%

44%

17%

56%

TOU

Flat

Charging Behavior (Avg % Usage during Off Peak per Customer)

Off Peak On Peak

53%

47%

42%

44%

46%

48%

50%

52%

54%

TOU Flat

Electric Vehicle Rate Adoption

Plug‐In Electric Vehicle ProgramWiring Requirements : EV Rate

• Limited to Level 2 charging (240 Volts) • Requires a dedicated 240‐volt circuit• Meter will be TOU or AMI• The Electrical Vehicle Supply Equipment (EVSE) must be installed in compliance with the National Electric Code (NEC) Article 625, and inspected.

EVSE InstallationMichigan Residential Building Code

8

E3501.6.4 Electrical Vehicle Charging System Service Disconnect (effective March 2011)A separate service disconnect for electrical vehicle charging systems shall be permitted. The disconnectshall be located immediately adjacent to the outdoor meter cabinet. A permanent plaque or directory shallbe installed at each service disconnect location denoting the other services, feeders, and branch circuitssupplying a building or structure and area served by each service, feeder, and branch circuit. Thedisconnect shall not be required to be grouped with the service disconnects for the structure.

Change to Residential Building Code to Simplify the Installation of EVSE.

Home

Garage

Service Rated Disconnect,

outside adjacent

secondary meter

Existing Residential

Revenue Kilowatt Hour Meter

ResidentialServicePanel

G

Secondary Residential

Revenue Kilowatt Hour Meter - EV

Plug‐In Electric Vehicle Program Meter Layout Options

9

Plug‐In Electric Vehicle Program Meter Layout Options

10

Metering Challenges

Why monitor PEV load?Customer wants to know consumptionRevenue quality meterTime‐of‐use rateDemand response rateSeparately meteredSub‐meterEVSE meter challengeOnStar type optionRegulatory rulesBusiness processes

11

How to Contact Us?

For more information about our programor to apply visit us at:

www.dteenergy.com/pevPEV Hotline 313‐235‐[email protected]

Morgan DavisProject EngineerInfrastructure Working Council August 30, 2011

Customer Charging Behavior

2© 2011 Electric Power Research Institute, Inc. All rights reserved.

Notes on analysis

• The 2009 NHTS is used to analyze customer driving behaviors.

• 150,147 households are surveyed across the country on one sample day.

• The dataset is weighted to represent the driving behaviors of the entire fleet- meaning every vehicle in the U.S..

• We are only provided with one day of driving from each survey respondent, answers are self-reported so there is some reporting error.

• This is the standard in transportation analysis and the ‘best available’ for the time being.


Weekends and weekdays – what’s the difference in the driving behavior?

Many vehicles do not drive on their sample day

80% of weekdays and 84% of weekends are less than 40 miles/day

96% of weekdays and weekends are less than 100 miles/day


Where do vehicles spend their time, when they’re driven?


How much does adding charging infrastructure increase electric-drive potential?

Lower- all-electric range vehicles have the ability to gain the most from increased charging availability in between short trips.

Charge power makes a much smaller difference the higher the range of the vehicle. Increased charging availability is what makes the largest impact.


1. Free charging –parking use: charging atwill, but assumed that thecharger is in use the entiretime the vehicle is parked

How many chargers are needed then? Analyze a spectrum of charger usage and needs.

2. Free charging – charger use: anytime the vehicle is parked, it charges until it is full or until the battery is depleted

3. Benefit test – parking use: assumes charger is in use the entire time vehicle is parked, but charging only occurs if benefit is achieved.

5. Benefit test – charger use: only charge if there is an increase in electric miles. This assumes there is some “cost” to charging (financial, inconvenient, etc.)

4. Benefit test – shared charger: shows potential for a multi-head charger unit, assumes if vehicles achieve some benefit, they will charge until full, but only a fraction of the time they are parked.

HIGHEST/EASIEST LOWEST/HARDEST


Results – how to read the following charts

Vehicle only charges if total electric miles throughout the day are increased from charging everywhere, versus just at home.

Dashed line is load shape, or actual charge in use.

Vehicle parks whenever a charger is available, and remains in parking spot.

Dashed line is load shape, or actual charger use.

“Shared charger” is the fraction of time spent charging relative to the time spent parked.

This is the number of chargers actually in use divided by the total vehicle fleet.


Results – PHEV10 1.44kW work charger

Small batteries result in easy depletion and quick charging times. If left to charge, PHEV10s will occupy spaces longer than they need to.


Results – PHEV10 6.6kW work charger

Higher charge powers result in less charger utilization – some form of shared charger is ideal. For the vehicles that “benefit” they continue to benefit regardless of charge power.


Results – PHEV10 1.44kW commercial charger

Individuals seem to be driving short distances between locations, and so commercial chargers (non-work and non-residential) have higher usage rates. Shared charger models may not be ideal for this scenario.


Results – PHEV10 6.6kW commercial charger

Shared charger, again, is the most ideal scenario. A 6.6 kW speed will reduce the number of chargers from 0.06 chargers per vehicle, to under 0.01.


Results – BEV100 1.44kW work charger

When BEV100s are only allowed to charge when needed, they charge nearly the entire time. The shared charger model is not ideal for these scenarios.


Results – BEV100 6.6kW work charger

When BEV100s are only allowed to charge when needed, they charge nearly the entire time. Again, very little benefit is seen for shared-charger model.


Results – BEV100 1.44kW commercial charger

Similar to the work charging scenarios, the shared charger model is not ideal.


Results – BEV100 6.6kW commercial charger

Very little change in the number of benefit tested spots in use between charge powers.


Based on the added benefit to some vehicles, we can narrow down the amount of used public infrastructure.

The number of chargers per vehicle that would be in use in public and workplace locations is generally lower for BEV100, due to their increased range.

Too much unused, idle charging stations

Too little insufficient


Conclusions

• Short driving distances generally mean small charging needs.

• Shared charger model may be ideal for non-BEV vehicles. • Vehicles generally are parked much longer than they

actually charge. This decreases the charger utilization and prevents others from needing it.

• Applying some “cost” to charging has the most drastic reduction in charger use, and increase in charger utilization.

• For some vehicles, it does not matter what the availability of charging is, needs still will not be met. This is where fast charging becomes necessary.

• Increased charger utilization may provide better business case models for EVSE ownership (work in progress…)


Maximum fast chargers in use

Charging speed reduces the maximum number of chargers in use by roughly a third. Readily available level 2 charging (6.6 kW) has a much bigger effect on fast chargers in use– however, applying some logic to whether or not to replace the vehicle has the largest effect on the amount of DC fast charging required.

The highs and lows of bars represent different charging scenarios: home only, home + work, and home + work + public.

EV Metering and Smart Grid Integration

EPRI Infrastructure Working Council

August 30, 2011Confidential and Proprietary

1

ComEd, is a unit of Chicago-based Exelon Corporation, one of the nation's largest electric utilities. ComEd’s service territory covers 11,411 square miles in Northern Illinois, including the City of Chicago. Approximately 8 million people live in this territory, stretching from the Wisconsin border to as far south as Pontiac, IL and from the Indiana border to the Mississippi River.

System Statistics:

► 3.8 Million Customers► 70% of IL Population

1

ComEd is committed to safely delivering reliable electricity throughout the more than 400 municipalities & 25 counties serving 3.8 million customers.

ComEd Data:• Customers: 3.8 million• All-time highest System Summer Peak :

23,753 MW on July 20, 2011 • Distribution Circuits – 5,433• Overhead Line Miles - 44,400• Underground Cable Miles – 55,600• Poles - 1.3 Million

ComEd Background

Chicago

Chicago

2EV Readiness Focus Areas

• In-home charging• Workplace and public

“Opportunity” charging

Customer Experience

Market Research• Early adopter preferences• Local adoption rates

Collaboration• Policy makers • Municipalities• Businesses• Consumers• Car dealers• EVSE providers• Other stakeholders

Grid Impacts• Local distribution• System capacity

Policy• Legislation• Advanced rates & metering• Public charging

http://gm-volt.com/galleries/photo/3221828640/2011-Chevrolet-Volt-Production-Show-Car.html

3ICC Initiative on Plug-In Electric Vehicles

In 2010, the Illinois Commerce Commission (ICC) established its Initiative on Plug-In Electric Vehicles• Included a request to Illinois utilities for an initial assessment of EV impacts

ComEd’s key foundational positions:• Provision of EV charging service should be considered a competitive service, and

not deemed retail electric service.• ComEd must be notified of the location and electric load of any Level 2 or greater

charging station before it is installed. • Time-variable rates for EV charging (e.g., BESH, RRTP) are critical to avoid

increasing peak demand at significant EV penetration levels; and can reduce annual electric costs for EV owners.

• ComEd does not endorse the installation of separate metering for residential EV charging.

• The integration point between the EV and the grid should be the charging station, and not the vehicle.

• Both residential and commercial charging stations must be “smart”, meaning the charging station must support communications with the grid and remote management of EV charging by the utility.

4ComEd Viewpoint

Many utilities are considering, piloting, or have already implemented EV-specific rates• Often involve a separate metering point for EV charging• Focus on shifting EV charging load to periods of lower system demand

ComEd agrees that time variable rates are important to encouraging the right charging patterns

However, we want to educate and inform customers on the benefits of managing all the loads in their homes – not just EVs

• Installation of separate metering – either with a dual adapter or a separate meter enclosure –increases installation complexity and cost to consumers who adopt EV technology

• ComEd has existing time-variable rates that encourage off-peak energy usage− Including load shifting and conservation

• To date, we’ve seen no clear indication that consumers want a separate rate for EV charging • Rates and meter installations specific EV charging are not necessary at this time

We also feel that EVSE should be “smart” – i.e., capable of being integrated with the smart grid for optimal load management

5Grid ImpactsLocal distribution equipment is most vulnerable• Clustered adoption• Level 2 charging (240v, 3kW – 6.6kW initially) is a concern

Ways to mitigate the impacts• Advance notification to utility• Time-variable rates• Two-way communication between smart grid & EVSE

5pm

6ComEd Residential Rates

The following electric rates are currently available to residential customers:Rate BES - Basic Electric Service is bundled electric service applicable to residential and certain nonresidential and lighting customers with a demand less than 100 kW.

• Flat charge per kWh• Includes charges for the delivery and supply of electric power and energy

Rate BESH – Basic Electric Service Hourly is bundled electric service available to competitively declared customers (i.e. certain nonresidential and lighting customers with demand 100 kilowatts and greater) and any other customers (such as residential) that voluntarily elect hourly pricing service from ComEd.

• Customers are provided day-ahead “indicative” hourly energy prices• Billed on actual hourly energy prices at the time the energy was used• Includes charges for the delivery and supply of electric power and energy with supply directly

procured from PJM Interconnection, L.L.C. ("PJM") administered markets.

Rider RRTP - Residential Real Time Pricing Program is bundled electric service for residential customers that voluntarily elect hourly pricing service from ComEd for a minimum of twelve monthly billing periods under the provisions of Rate BESH

• Any residential customer who elects Rate BESH is automatically enrolled in Rider RRTP• Includes a program administrator that provides information and support services for RRTP

participants and potential participants. • This program, as prescribed by law, is currently being evaluated by the Illinois Commerce

Commission ("ICC") and the ICC may order the termination or modification of the four-year old program if the program is not resulting in net benefits to residential customers.

7Estimated Annual Supply Costs for Residential EV ChargingLevel 1 (1.9 kW, 5,548 kWh/year): Electric Vehicle Charging Supply Costs Under Existing ComEd Tariffs

$0

$50

$100

$150

$200

$250

$300

$350

$400

$450

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24Starting Hour for 8-hour Continuous Charging Session Each Day

2009

Sup

ply

Cos

ts (E

xclu

ding

PEA

/HPE

A

Cos

ts)

Rate BESH (Includes Capacity Charge (1.9 kW) & Miscellaneous Procurement Components Charge) Rate BESH (Includes Capacity Charge (0.0 kW) & Miscellaneous Procurement Components Charge)Rate BES (Residential Non-Electric Space Heating Supply Subgroup)

Rate BES-HCapacity Costs

2009 Costs above do not include estimated annual Distribution Costs ($134) or Transmission Costs ($39)

A customer trying to optimize the capacity obligation (0 kW) would most likely not be charging during the hours after 7 a.m. until 5 p.m.

8Benefits under Rate BESH/Rider RRTP for EV Charging

A residential customer served under Rate BESH in 2009 could potentially have saved up to 67% on their EV charging costs, compared with rate BES

Time-variable rates for EV charging (e.g., BESH, RRTP) are critical to avoid increasing peak demand at significant EV penetration levels; and can reduce annual electric costs for EV owners

Such time-variable rates offer financial incentives for that encourage load shifting or energy conservation by customers• Encourages customers to lower their electric usage during high-cost periods or

shift usage to lower-cost periods.

Additionally, the correlation between market price and consumption tends to result in more efficient use of generation, transmission, and distribution systems.

9Smart EVSE

The integration point between the EV and the grid should be the EVSE• While EVs are mobile, EVSE represent stationary load at a known point on the

distribution system

Both residential and commercial EVSE need to be “smart”, meaning the charging station must support communications with the grid and remote management of EV charging by the utility

EVSE should perform as a node on the smart grid• Need to interact with other systems such as smart metering, in-home devices,

and distribution automation to:− Improve utility load management− Increase customer choice and control − Do these things in as automated a way as possible

Communications must be via established, open protocols• No proprietary networks!

10ComEd Smart Grid Communications Network

Thank You

Dan GabelManager, EV and [email protected]

Confidential and Proprietary

PEV impacts on Hydro-Québec's grid

Charles Desbiens, engAngelo Giumento, eng

Hydro-Québec Distribution

A Snapshot of Hydro-Québec

Hydro-Québec is the largest power generator in North America (Installed capacity: 36 671 MW)

98% renewable energy (60 hydroelectric generating stations)

Hydro-Québec is among the largest power transmission companies in North America (33,453 km of power transmission lines)

Total Electricity Sales (2010): C$12 Billion

Total Assets (2010): C$66 Billion

2

Hydroelectric Projects 2005-2020

Hydro-Québec's Grid

Project Scope

A software was developed to answer the following questions:

What is the impact of additional PEV Load, on both feeders and distribution transformers?

How does this load behave during peak, cold load and V2G events?

What can be done to reduce any required investments to meet the new load?

Previous Work

EPRI has assessed in 2009 PEV load impacts on HQ's grid.

The impact on the assets for two separate distribution lines

Conclusion: PEV Introduction will not impact significantly HQ distribution assets on the two studied lines

Distribution PlanningMain criteria for planning at Hydro-Québec – Cold load pickup:

A cold load pickup is defined as an 8 hour outage on a feeder, during daytime, on the coldest day of the year. This event is very rare.

The distribution grid must be able to feed all customers during a cold load pickup event. Load becomes 2.2 p.u. on a residential feeder for about 1 hour.

Hydro-Québec's residential customers have the particularity of using electricity for home heating.

An all electric home will have a diversified peak of about 7 kW.

A simulator is needed to evaluate the peak load for:• normal load conditions

• cold load pickup

Monte Carlo Algorithm

Stochastic modelThe load is estimated using the following: • Random cases• For each scenario, the software will simulate 1000 cases.

This will allow a very good margin of confidence

Hypothesis• All PEV are plugged in when they arrived at home

How the simulator works:

Each customer is modeled (with or without PEV)

Each battery's energy level is modeled at each time step

During an outage, the charging is postponed until the end of the outage

During the V2G period:Batteries stop charging, and start feeding the networkWhen the battery is empty, it vehicle waits until the end of V2G period and then begins to charge.

Monte Carlo Algorithm Parameters

Parameters entered:

Number of customers

Ratio of PEV by customers

Distance traveled and time of arrival at home (NHTS)

Ratio of battery capacity (5, 10, 16 and 24 kWh)

Ratio of charger power (1.4, 3.3 and 7.2 kW)

Vehicle energy consumption is set to 322 Wh/mile (200Wh/km)

Options:

Outage (start and end time)

V2G (start and end time)


The mean load profile of the transformer =


∑ load profile Nb. profiles

Simulation cases – for Distribution Feeders

Case EVSE Ratios Batteryratio

Cold load pickup V2G

1,4 kW 3,3 kW 7,2 kW

1 33 % 33 % 33 %5 kWh - 10%

10 kWh -10%

16 kWh -40%

24 kWh -40%

No No

2 0 % 0 % 100% No No

3 33 % 33 % 33 % Yes 8 hours No

4 0 % 0 % 100% Yes 8 hours No

5 33 % 33 % 33 % No Yes

6 33 % 33 % 33 % NoYes

Controlled

Case 1 – Peak Load

Diversified load of 0.75 kW per PEV (about 10% increase per PEV customer)

Load growth of about 187 kW per feeder (about 2.5% increase)

Case 2 – Peak Load (all 7.2 kW)

Diversified load of 1 kW per PEV (about 14% increase per PEV customer)

Load growth of about 250 kW per feeder (about 3.5% increase)

Case 3 – 8 Hour Outage

Outage at noon


Case 4 – 8 Hour Outage (all 7.2 kW)

Outage at noon


Daily load for all electric residential custom ers - Transform er of 10 custom ers 25% of PEV - Chargers (1/3 each) - Outage of 8 hours

0

40

80

120

160

200

0 6 12 18 24Tim e of the day ( Hour )

Pow

er (

kW )

W ithout PEVW ith PEV

Single Transformer Impact

Normal load ~ 80 kW

Increase of 24 kW on a 100 kW transformerIn cold load pickup condition

SAE J2894V

olta

ge (V

)

Time

Cur

rent

(A)

Time

OUTAGE

2 Min. Delay

(Minimum)

Ramp Rate (1A / Sec.)

SAE J2894 has insufficient cold load pickup delay time. The charger is back online 2 minutes and 32 seconds after the end of the outage. The impact of such a measure is negligible. A longer delay or a randomized "on" would be needed.

Case 5 – V2G – All of HQ's Service Territory

V2G starts at 18:00

2600 MW at 18:002.6 kW per PEV

3485 MW at 20:003.48 kW per PEV

Case 6 – V2G with controlled ramp rate

2600 MW at 19:452.6 kW per PEV

V2G starts at 18:00

3100 MW at 22:003.1 kW per PEVRamp rate limited to 50MW/minute

AnalysisThe simulator allows us to estimate the load caused by PEV. Through its flexibility, it can be adapted to many situations.

PEV will increase the load in normal conditions by a manageable amount.

Planning criteria will need to be adapted to take into account the new PEV load.

For Cold Load Pickup events, more studies will need to be done in order to quantify what actions will be required to optimize the use of current assets.

Through optimization, PEV introduction should not increase significantly HQ's asset investments

V2G must be controlled to maintain the voltage stability on transmission grid. Every utility will need to parameterize well its ramp rates in order to avoid problems. Optimization will be required.

Future workThrough its adaptability, this simulator will allow Hydro-Québec to test any solutions which will help optimize the PEV integration.

Solutions may include:Less customers on a pole-top transformerDelay of one hour before allowing PEVs to chargeafter an outageControlled chargingV2G optimizationOther solutions…

ConclusionHydro-Québec developed a simulator to estimate the power required for recharging PEV

PEVs will increase the load in both normal and cold load pickup situations.

Cold Load Pickup needs to be managed

Planning criteria will need to be updated to take into account PEV introduction

Through its simulation, HQ confirmed that in normal situations PEV charging should not pose any issues.

Through this developed simulator HQ will develop optimized solutions to avoid additional investments on the grid.

THANK YOU !

Hydro-Québec : Taking Charge of Infrastructure!Chantal Guimont

Director - Energy Systems for Electric Vehicle, IndusTech

National Electric Transportation Infrastructure Working Council

Infrastructure Deployment for EVs

The Global Sustainable Electricity Partnership members are :

The Partnership is a non-profit international organization, formerly known as e8, composed of the world's leading electricity companies with a mission to play an active role in the international debate on global electricity issues and to promote sustainable energy development through electricity sector projects and human capacity building activities in developing and emerging nations worldwide.

New partner (2010): Comisión Federal de Electricidad (Mexico)

• Convinced that the arrival of EVs will provide a common and significant solution to reducing GHG emissions.

• Committed to working together with all actors towards implementing successful conditions for the arrival of EVs, such as adequate charging infrastructure.

• Engaged in delivering greener electricity required to integrate the arrival of EVs into their systems while ensuring a safe and reliable grid for all electricity customers.

The Partnership and Charging Infrastructure

With the International Electrotechnical Commission (IEC), a e8 – IEC Strategic Roundtable has been launched

Based on the discussions, the participants made thefollowing resolutions:

• Recognize that the initial market will have multiple solutions;

• Actively develop a long-term strategy for unique solutions on infrastructure optimization and energy conservation;

• Support the market need to facilitate EV mass integration in the early stages;

• Encourage the exchange of experiences sharing of visions of where the market is going.

http://www.mixedpower.com/wp-content/uploads/2009/02/phev-charging-station.jpg

A snapshot of Hydro-Québec

• Hydro-Québec is the largest power generator in North America (Installed capacity: 36 671 MW)

• 98% renewable energy (60 hydroelectric generating stations)

• Hydro-Québec is among the largest power transmission companies in North America (33,453 km of power transmission lines)

• Total Electricity Sales (2010): C$12 Billion

• Total Assets (2010): C$66 Billion

2011-2020 Québec Government Action Plan• Electric vehicles

– Objective: 25% of new light passenger vehicle sales by 2020

– Up to $8,000 rebate on purchase or lease of an EV starting in January 2012

– Financial support on purchase and installation of home charging station (240 volts) starting in January 2012

– With municipalities and private partners, calls for tendersfor the purchase of at least 400 EV

– Hydro-Québec, the public utility of Québec, has the responsability to formulate and coordinate the public charging infrastructure deployment strategy

Hydro-Québec Action Plan for electric transportation

4 thrusts

• Provide financial support for the development of electrical infrastructure in public transit

• Develop and market advanced technologies

Test-drive plug-in vehicles and experiment with their integration into the power grid

• Plan support infrastructure for vehicle charging

1

2

3

4

Provide financial support for the development of electrical infrastructure in public transit

For a given distance of 37,000 km / year, a trolley bus emits 85 tons less CO2 than a diesel bus

1

Carpooling pilot project

Partnership between HQ, GM, STL and AMT (10 Chevrolet Volt)

Develop and market advanced technologies2

Lithium-ion battery materials : A world-class expertise in energy storageSublicenses for LMP/LFP battery material - Süd-Chemie, HQ, Université de Montréal and CNRS

IREQ

Electric motor

100 motors to Tata Motors for a pilot project in England and Norway (Indica Vista)

2 Plug-In Ford Escape

1 Plug-In Toyota Prius

20 Chevrolet Volt

Charging Infrastructure for 50 Nissan LEAF

3 years

1 year

July 2011

50 Mitsubishi i-MiEV

In Boucherville: testing impact of the cold

3 years

Test-drive plug-in vehicles and integrate into the power grid

3

July 2011

In collaboration with EPRI:testing within our fleet

In collaboration with Laval University and the Québec Governement: testing with external users

Volt to be integrated in HQ's fleet

With a carsharing organization, testing of Level 2 and DC charging stations

Mitsubishi pilot project in Boucherville

• Canada’s largest all-electric vehicle pilot project : 3 year, $ 4.5 million, up to 50 vehicles, charging infrastructure

• Aims to promote larger-scale adoption of EV in Québec

• Objective to test in real-life conditions :– Driving experience and overall driver satisfaction

– Charging behavior

– Vehicle performance under winter conditions

– Impact on electrical power grids

3

Results of survey after first winter

• Participants use their EV on a regular basis

• Travel an average of 350 km per week

• Are satisfied with their EV and give a rating of 8.6 out of 10

• Consider charging as a very easy operation

• Winter average range of 80 km by cold temperature (down to –15º C)

3

Plan support infrastructure for vehicle charging4

Home Work closely with the deployment of car manufacturers and retail offers

Co

mm

un

ica

tion

Work(fleet and employees)

Collaboration with the Government of Québec :

•call for tenders including private partners for the purchase of 400 EV

•needed charging infrastructure

Public "The Electric Network"

Plan support infrastructure for vehicle charging• First public charging network

for electric vehicles in Canada

• Hydro-Québec and four founding partners launched "The Electric Network" on June 16, 2011

• 100 240-V stations early 2012(selection through call for tenders)

• More to be rolled out gradually as EV arrive on the Québec market

• Starting points: metropolitan areas of Montréal and Québec

4

• Open access, flat fee and locations selected on ease of access

• Quick-charging stations to be added in 2012, once they have obtained Canadian certification

Hydro-Québec involved in the public charging infrastructure deployment

Successful conditions for EV adoption in Québec

Renewable energies widely available

Government engagement

Robust distribution grid: no substancial addition required

Difference between electricity and gas prices

IWC - Record of Consensus(March 1998)

2011 Status

PHEV WG MeetingMontreal

Frank C. Lambert

August 30, 2011

Infrastructure Working Council (IWC)Record of Consensus (ROC) serves to document agreements, developed through the IWC and approved for inclusion herein by the Infrastructure Steering Committee (ISC), between automobile manufacturers and the utility industry on electric vehicle infrastructure. Many ROC items are interdependent and they should be considered collectively.

Infrastructure Working Council (IWC)While these agreements are not legally binding, in some cases the agreements will be submitted to standards setting organizations. The ROC will be updated throughout the year and published as part of the minutes of the National Electric Vehicle Infrastructure Conference.

Infrastructure Working Council (IWC)Items for the ROC are brought to the ISC for consideration by the Chairs of the standing IWC Committees:

Connector & Connecting StationsHealth & SafetyLoad Management, Distribution, & Power QualityData InterfaceBus/Non-Road

Health & Safety

No items

Connectors & Connecting Stations1. The power connection to the EV is through a vehicle inlet. A

single vehicle inlet is a goal. The inlet should accommodate connectors for Level 1, Level 2, and Level 3 EV charging.

2. While world-wide vehicle inlet compatibility is a goal, all C&CS ROC items are specifically designed for the U.S.

3. The vehicle inlet should accommodate bi-directional communications.

4. The vehicle inlet and mating connector should be specific to EV charging.

Currently being addressed in SAE J1772

Connectors & Connecting Stations5. ‘Level 1’ EV charging employs cord & plug connected

portable EV supply equipment (EVSE) that can be transported with an EV. This equipment is used specifically for EV charging, and shall be rated at 120VAC and 15A, and shall be compatible with the most commonly available grounded electrical outlet (NEMA 5-15R).

7. ‘Level 2’ EV charging employs permanently wired EVSE that is operated at a fixed location. This equipment is used specifically for EV charging and is rated at ≤ 240VAC, ≤ 60A, and ≤ 14.4 kW.


Connectors & Connecting Stations9. ‘Level 3’ EV charging employs permanently wired EVSE

that is operated at a fixed location. This equipment is used specifically for EV charging and is rated at > 14.4 kW.

10. Both inductive and conductive connection mechanisms are viable technologies. All appropriate standards-making bodies should proceed in developing standards for each.

11. Conductive connections have a ground available for use at the vehicle inlet coupling interface.

12. For conductive coupling, power conversion for Level 1 and Level 2 charging will take place on the vehicle. Power conversion for Level 3 charging will reside off the vehicle.


Connectors & Connecting Stations13. For inductive coupling, power conversion for Levels 1, 2,

and 3, charging will reside off the vehicle.14. EVSE shall incorporate features for personnel safety in

compliance with the current edition of the National Electrical Code (NEC). Equipment shall be listed by a nationally recognized testing laboratory in compliance with UL2231 (Outline of Investigation, July 1996) or equivalent.

Currently being addressed in SAE J1772 and 2014 NEC

Load Management, Distribution & PQ1. Total Power Factor

The definition of "total power factor" is expressed by the following formula:

The minimum total power factor for Level 1 and Level 2 charging is recommended to be 95% as measured at full-rated power.

Real Power (watts)Total Power Factor (%) = 100Apparent Power (volt- amps)

∗


Load Management, Distribution & PQ2. Power Conversion Efficiency

The definition of "power conversion efficiency" is expressed by the following formula:

The minimum power conversion efficiency for Level 1 and Level 2 charging is recommended to be 85% as measured at full-rated power into a resistive load. The measurement of conversion efficiency should include the entire charger, from the last point of unconditioned power at the charger input to the first point of DC output power available to the vehicle.

DC Power (kW) Propulsion Battery Electric BussPower Conversion Eff. (%) = 100AC Power (kW) Terminals of EV Supply Equipment

∗


Load Management, Distribution & PQ3. Total Harmonic Current Distortion

The definition of "total harmonic current distortion" is expressed by the following formula:

where:i1 = line current at the fundamental frequencyin = line current at the nth harmonic of the fundamental

frequency (Formula Source: IEEE Std 519-1992)The maximum value for total harmonic current distortion for

Level 1 and Level 2 charging is recommended to be < 20% at full rated power as measured into a resistive load.

2

2

1

THD = n

ni

i

∞

=∑


Load Management, Distribution & PQ4. Current Distortion at Each Harmonic Frequency for

Level 1The maximum value for current distortion at each harmonic frequency for Level 1charging is recommended to be as specified in IEC 1000-3-2 (March-1995), paying particular attention to the table that specifies the maximum permissible harmonic currents at specific harmonic orders for Class A equipment*.

* At full rated power into a resistive load.Currently being addressed in SAE J2894

Load Management, Distribution & PQ5. Current Distortion at Each Harmonic Frequency for

Level 2The maximum value for current distortion at each harmonic frequency for Level 2 charging is recommended to be the value as specified in IEC 1000-3-4 (draft), paying particular attention to the emission limits tables. In this case, rather than specifying absolute amperage limits at each harmonic, limits are expressed as a percentage of the fundamental current.


Load Management, Distribution & PQ6. EV Charger Restart After Loss of AC Power Supply, Pt. 1

After any loss of utility AC power supply > 12 cycles, it is recommended that EV supply equipment restart be delayed for a minimum of 2 minutes. This period will begin each time power has been restored.

7. EV Charger Restart After Loss of AC Power Supply, Pt. 2Following the delay, it is recommended that each EV supply equipment start randomly at any time during a subsequent 10 minute period, or ramp up from no power to required power linearly over the entire subsequent 10 minute period.


Load Management, Distribution & PQ8. EV Charger Restart After Loss of AC Power Supply,

Part 3It is recommended that the EVSE restart immediately with no time delay by owner/operator manual intervention following a loss of AC input power > 12 cycles.

9. EV Charger Restart After Loss of AC Power Supply, Part 4During both the delay period and start-up period, it is recommended that an indication be provided to clearly show that the EVSE is on and operational.


Load Management, Distribution & PQ10. EVSE AC Input Voltage Range

It is recommended that the EV charging equipment be designed to tolerate without hazard to equipment or personnel, and without nuisance to customers, a voltagerange of 90% to 110% of nominal.

11. EVSE AC Input Voltage SwellIt is recommended that the EV charging equipment be designed to tolerate without hazard to equipment or personnel, and without nuisance to customers, a voltageswell of 180% of nominal for 2 cycles (EPRI DPQ Study Project #3098-01).


Load Management, Distribution & PQ12. EVSE AC Input Voltage Surge (Impulse)

It is recommended that the EV charging equipment be designed to tolerate without hazard to equipment or personnel, and without nuisance to customers, a voltage surge of 6 kV minimum per the wave shape defined in ANSI C62.41-1991, ANSI C62.45-1991 and UL 840.

13. EVSE AC Input Voltage SagIt is recommended that the EV charging equipment be designed to tolerate without hazard to equipment or personnel, and without nuisance to customers, a voltagesag to 80% of nominal for 2 seconds (EPRI DPQ Study Project #3098-01).


Load Management, Distribution & PQ14. EVSE AC Input Frequency Variations

It is recommended that the EV charging equipment be designed to tolerate without hazard to equipment or personnel, and without nuisance to customers, a frequencyvariation of plus or minus (+/-) 2% of nominal when connected to utility grid (IEC 146-1-1).

15. In-Rush CurrentIt is recommended that EV charging equipment be designed to limit in-rush current to 28 amps peak for 120V nominal charging and 56 amps peak for 240V nominal charging.


Load Management, Distribution & PQ16. Momentary Outage Ride-Through

It is recommended that any EV charging equipment which does not have the ability to maintain control functions during a loss of utility AC power of 12 cycles or less should follow the EV charger restart procedure (ROC items 6-9).


Charging Controls & Communication1. Serial communication of data across the boundary between

the vehicle and the charger/charge station, when used, shall be considered to be normal vehicle operation as it relates to power transfer for the purpose of charging of an electric vehicle. This applies to both conductive and inductive coupling methods.

2. SAE J1850 has been selected as the basis for development of the serial communication network that crosses the boundary between the vehicle and the charger/charge station. This applies to both conductive and inductive coupling methods.

Currently being addressed in SAE J2836 / J2847 / J2931

Charging Controls & Communication3. SAE J1850 offers two implementation types that differ at the

media/Physical Layer. When serial communication of data across the boundary between the vehicle and the charger/charge station is used, the vehicles shall implement one or the other type. Charger/charge stations shall be designed to operate with both types and shall automatically select the correct type for the vehicle that it is presently connected to.

4. The communication network between the vehicle and the charger/charge station shall be designed to support multiple physical and/or functional nodes on either side of the on/off-board vehicle boundary.


Charging Controls & Communication5. Serial communication of data cross the boundary between

the electric power utility and the charger/charge station, when used, can provide enhanced consumer features and integration of the electric vehicle load into the utility's load management scheme. It has been agreed that multiple protocols will be supported for this communication.

6. The charger/charge station shall provide a smart data connection between external systems and the vehicle, when each uses serial communication to the charger/charge station. The charger/charge station shall process data from both the external systems and the vehicle, passing data and results as appropriate to accomplish enhanced customer features.


Charging Controls & Communication7. For all levels of charging and all coupling architectures,

charging controls shall be partitioned so that the off-board equipment is not a function of a specific battery or vehicle technology. This will allow the charging infrastructure to remain consistent as battery and vehicle technologies develop.

8. Battery charging strategy will be controlled by and be resident on the vehicle.

9. For all levels of charging and coupling architectures, the off-board equipment shall minimally be able to supply electrical energy to vehicles with various battery charging voltages ranging from 100 to 500 VDC at the battery.


Charging Controls & Communication10. SAE J2293 has been selected as the document that defines

the characteristics of the total EV charging system necessary to ensure the interoperability of electric vehicles and EV supply equipment. This applies to both conductive and inductive coupling methods.

11. For all levels of charging and coupling architectures, it is recommended that the automotive-type electric vehicles and off-board electric vehicle supply equipment in use and available for sale/lease be compliant with SAE 52293 and related documents by September 1999.


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