FULL ELECTRIC AND PLUG-IN HYBRID ELECTRIC VEHICLES FROM THE POWER SYSTEM PERSPECTIVE

Transcription

1 1 FULL ELECTRIC AND PLUG-IN HYBRID ELECTRIC VEHICLES FROM THE POWER SYSTEM PERSPECTIVE Task XVII, IEA Demand Side Management Programme Juha Kiviluoma, Göran Koreneff VTT Technical Research Centre of Finland

2 ABOUT THE REPORT 19/10/ Greetings from Juha: The report is still very much a draft unfortunately there was not enough time at hand when writing it Technical aspects of electric vehicles are not my field, so it would be especially helpful to get comments on that section There are not too many references and there are too many opinions I ll try to improve that References and corrections are very welcome What is missing that would be important? Are there sections that are too difficult to understand?

3 ABOUT THE PRESENTATION 19/10/ Reviews the main points in the report Technical aspects EV penetration scenarios Charging opportunities Electricity consumption Revenues for EVs

4 MAIN COMPONENTS OF ELECTRIC VEHICLES 4 Internal combustion engine vehicle Fuel tank and injection Alternator Differential EV power train is different PHEVs need most from both worlds Charger Cooling system Battery management system Battery Thermal management Motor Converter Transmission Exhaust system Full electric vehicle Controller (Transmission) Electric motor EV component status Product development for use in EVs Electric motor/generator AC/DC Charger Controller DC/AC Converter Major R&D Batteries (main barrier) Battery and thermal management systems

5 5 KEY ISSUES AFFECTING THE COMPETITIVENESS OF ELECTRIC VEHICLES BATTERIES Cost Lifetime (calendar and cycling) Safety Performance (acceleration etc) Behavior in harsh conditions (heat and cold) Cost of using internal combustion engines (or regular hybrids) Fuel costs (fossil or renewable based) External costs (CO 2 and air quality)

6 6 EXAMPLE OF BREAK-EVEN BATTERY COSTS COMPARED TO GASOLINE COST Fuel cost /l 4 3,5 3 2,5 2 1,5 1 0, Battery cost /kwh Fuel cost $/gal ( at 1.25 $/ ) FEV Consumption: 0.2 kwh/km Electricity: 0.1 /kwh 40 kwh batteries Interest rate 10 % Amortization: 10 years Cost: ICEV cost (without battery costs) ICEV Consumption: 5 l/100km

7 VEHICLE PENETRATION SCENARIOS FROM IEA 7 Source: Transport, Energy, and CO2 Moving Toward Sustainability. International Energy Agency. OECD/IEA 2009.

8 VEHICLE SALES IN THE BLUE MAP SCENARIO Electric vehicles too! 8 Source: Transport, Energy, and CO2 Moving Toward Sustainability. International Energy Agency. OECD/IEA 2009.

9 IEA BlueMap, EV sales Extrapolated EV sales based on national targets Source: IEA 2009c. Technology Roadmap Electric and plug-in hybrid electric vehicles. OECD/IEA, Paris.

10 CHARGING OPPORTUNITIES 19/10/ Home Usually one-phase available, three-phase will add to costs Charging on one-phase can take long, if battery is near empty Usually batteries are not near empty: average daily driving distance around 50 km 10 kwh (at 0.2 kwh/km) Work place Could halve the necessary battery size for the daily commute (important for PHEVs) Public parking Wirings usually not existing If it costs more than home charging, will it be used? Fast charging Can enable long-distance trips for FEVs Charging stations will be relatively expensive to build

11 11 VEHICLE DEPARTURES AND ARRIVALS BASED ON FINNISH TRAVEL SURVEY From home From work To home To work No. of trips Hour of the day

12 % 50 % 0 % Share of EVs plugged in We Th Fr Sa Demand (GW) Charging pattern of immediate charging EVs We Th Immediate charging Demand Fr Sa GWh Charging room in the batteries arriving to the grid We Th Fr Sa Demand (GW) Charging pattern of smart charging EVs We Th Smart charging Demand Fr Sa

13 SMALLER COSTS OR EXTRA REVENUES FOR EVs 13 Smart charging: Charging during low-cost hours Change of charging schedule based on intra-day markets or balancing markets Participation in reserves (stop charging if system needs positive reserves) Charging time based on distribution network congestions Vehicle-to-grid Costs from additional equipment Benefits have to be larger than losses and battery degradation Revenue from discharging possible based on market and reserve needs PHEVs could even act as emergency power plants (if not in garage)

14 INTERPLAY BETWEEN EVs AND REST OF THE POWER SYSTEM 14 Likely changes in the power generation will increase the need for flexibility More wind power and PV in the system (variability and prediction errors increase) Smart electric vehicles will face competition Conventional power plants likely to be more flexible and more efficient at part load Other demand side management options can provide similar services as EVs typically at low marginal cost Lot of smart EVs can also reduce prices of ancillary services Dedicated electricity storage? Bottlenecks in the grid: especially distribution grids or connections to apartment houses; locational marginal pricing can also create opportunitien in congested grids

15 15 VTT creates business from technology