Tecnologias e Sistemas Energéticos - O Veículo Eléctrico -

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1 Maio 2010 AmbiEnergia Campus da FEUP Rua Dr. Roberto Frias, Porto Portugal T F www@inescporto.pt Tecnologias e Sistemas Energéticos - O Veículo Eléctrico - J. A. Peças Lopes INESC Porto and FEUP 2009

2 Energy and mobility independent worlds?

3 Different Technologies in Electric Vehicles

4 Behavioral issues related with EV acceptance 80% of the existing vehicles only have a daily mileage of less than 60km. Drivers prefer to have a vehicle that they would be capable to fuel at home or own premises than a gasoline station Regarding PHEV drivers feel quite confident in adhering to this solution because their autonomy will not be compromised. The deployment of PHEV and pure EV will be dependent on fiscal and incentives policies to be defined. Early market of EV needs to focus on car owners with the opportunity to charge EV batteries at home and or workplaces Market penetration and early markets [IEA]: Blue map scenario: 20% - 30% by 2030 and 60% by 2050 Blue + map scenario: 50% by 2030 and 90% by

5 Market penetration scenarios ETC paper

6 Electric Vehicles vs ICE Vehicles

7 Electric Vehicles vs ICE Vehicles Large decrease in GHGE will be achieved if EV will be fed By electricity produced from RE or CCGT

8 Proportion of responders Proportion of responders Behavioral Patterns Refuel and recharching preferences Where do you / would you choose to refuel your vehicle? 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% Consensus emerging that home recharging is preferred option Location of the vehicle 0% Conventional vehicle Electric vehicle At a service station or recharging station At work At home Where is your vehicle parked for the longest period? 50% 45% 40% 35% 30% 25% 20% 15% 10% At home in a garage At home in a driveway At home on the street outside my home At home but in a parking space away from my home At work At an intermediate location, such as a rail station At a shopping district % 8 5% Weekday Weekend

9 Changes in ELECTRICAL SYSTEM

10 New chalanges for the electric power industry A new revolution is on the way In terms of the electric power system, EV can be considered as: Simple loads: e.g. when their owners simply define that the batteries must be charged at a certain rate; controllable loads: if their owners define a time interval for the charging to take place, allowing some EV management structure to control that process Storage devices that may provide electricity to grid

11 Business Models There are three main business models involved: Fast charging Involving H-Stations that require large consumption levels and connection at MV level (concentrated in urban areas) Feplacing batteries concept Involving also H-Stations Large scale distributed charging concept Domestic or public individual charging/grid interface points for slower charging with 3-f or 1-f LV connections

12 EV deployment EV penetration: Unidirectional power flow to charge batteries 4.6kW 3kW LV single-phase highly distributed OR 20kWh 12-24kW three-phase AND Battery Charging / Replacement Stations 600kW 1 MW three-phase MV

13 Integration of EV in the grid Problems Peak load will increase requiring more conventional power plants Network congestion problems and large voltage drops (also unbalacing in LV grids) for dumb charging approaches Smart charging is required using dynamic tariff schemes and additional control procedures where the electronic interface will respond to voltage and frequency changes at the battery grid connection point

14 % of the consumption Definition of an evaluation procedure to define PHEV integration limits Analysis of LV and MV grids Grid Load Diagram (no PEVs) An example Residential LV network (400 V) Feeding point voltage 1 p.u. Feeder capacity 630 kw 250 households 9.2 MWh/day 550 kw peak load Total Household Commercial Hour

15 % of EVs connected to the grid Dealing with the Electric Vehicles 375 vehicles Annual mileage km Daily mileage 35 km EVs charging time 4h Parked PEVs Plugged-In 3 types of EVs: Large PEV 6 kw Medium PEV 3 kw 10 Plug-in Hybrid EV 1.5 kw Hour

16 EVs consumption (kw) Dumb charging results Allowable PEVs integration without grid reinforcements 120 PEVs Consumption % Hour

17 EVs Consumption (kw) Smart charging results Optimizing the charging procedure, taking into account grid restrictions to be managed by system operators Allowable PEVs integration without grid reinforcements PEVs Consumption % Hour

18 EV Smart Charging EV Smart charging means the PEV battery charging in the right place in the right moment MicroGrid Concept EVs Smart Chargin g Communicatio n Infrastructure

19 Integrated control infrastructure TSO EV EV Control Level 1 DMS LV PV Panel MV CAMC Control Level 2 MGCC Microturbine Control Level 3 Wind Generator CVC MGCC MicroGrid Central Controller (MGCC) EV Microgeneration Controller (MC) Vehicle Controller (VC) VC Load Controller (LC) Load Storage Device EV Hierarchical Control Scheme Fuel Cell

20 SmartMetering infrastructure helps to technically manage EV integration ICTs

21 Conclusions The future integration of PEV will bring new challenges and opportunities to the energy industry; Future large scale deployment of PEV on the grid will only be possible with a communication infrastructure on the field the smart metering New technological opportunity niches are appearing SmartMetering projects should capitalise on these new opportunities Pilot test sites are needed The electric power industry is facing a tremendous opportunity that should be profited to bring additional technical benefits and economic revenues Commitment in Applied Research will be the key issue for the success Development of V2G concepts need further in depth research Advanced training is also required

22 Thank you