ChargeTO Smart-Charging Pilot Matt Stevens, Ph.D.

Transcription

1 ChargeTO Smart-Charging Pilot Matt Stevens, Ph.D. July 20, 2016 Portland, Oregon Project Design Unmanaged Load Managed Load 4The Outlook

2 EV Adoption Do we need to manage (smart-charge) charging at single family homes? Stress On The Grid If so, what elements are required for a Utility Infrastructure Upgrades ($$$$) Smart-Charging Solution ($) successful program?

3 Charging Types Smart-Charging Intro Three Types of Un-Managed Charging Two Types of Managed Charging Now! Now! Now! Immediate Charging Scheduled Charging Smart Charging Charging begins as soon as you plug in. Charging is delayed until a preset start time or to finish at a specific end time Charging may begin immediately but can be reduced/delayed based upon external factors. Partial control may be given to 3 rd party (ie. utility or building) Delayed: Start Time Start charging at 7pm Delayed: Departure Time Finish charging at 7am Blind Smart- Charging No vehicle-side data Paired Smart- Charging With vehicle-side data

4 Smart-Charging With Vehicle-Side Data How the system works The EV owner sets & forgets their needs & autoenroll criteria in the FleetCarma portal. Utility Command Signal (Max Power Request) Using the FleetCarma logger clipped in the vehicle the system can determine the needs of each EV owner. The system then automatically queues charging if the grid needs it. The system ensures the vehicle is fully charged by a specific time (TCIN). By taking the EV owner needs as the primary objective the risk to the EV owners is minimized, which results in easier recruitment of participants. FleetCarma Paired Vehicle-EVSE Charge Manager AddÉnergie Back-End Control Pathways Driver Preferences

5 Baseline Charging Behavior Immediate ( Dumb ) Charging Typical Peak Loads 5:00-8:00 pm No charging timer 50% of ChargeTO Participants used Immediate Charging

6 Baseline Charging Behavior Delayed - Start Charging Second EV Peak 12:30-5:00 am With a charging timer 36% of ChargeTO Participants used Delayed-Start Charging.

7 Baseline Charging Behavior Delayed - Departure Charging Second EV Peak 1:00-5:00 am With a charging timer 14% of ChargeTO Participants used Delayed-Departure Charging.

8 Baseline Charging Behavior Unmanaged Charging Average Charging Load Weekday - February

9 The Human Factor EV Owner Feedback Vehicle-Side Data (Paired vs. Blind) Would you have signed up if there was no SOC data? (Vehicle-Side Data) 28% Nearly 3 out of every 4 EV owners would not have considered being part of blind smart-charging. 72% Paired smart-charging was required. Yes No

10 Smart-Charging Key Results % 85% 1 days of active curtailment reduction in daily peak charging load. temporary reduction in peak charging load number of times the 24hr opt-out button was hit Aggressive daily curtailment of the load This is the % of peak load that can be shed every night. More than was expected at the start of the project. This is load that can be shed for a temporary period (<1hr) With paired smart-charging, the load was highly shiftable on a nightly basis.

11 Feeder Loading 5 EVs on a feeder under different vehicle and use architypes

12 Feeder Loading 5 EVs on a feeder under different vehicle and use architypes

13 The Top 3 Results from ChargeTO Key Results Paired smartcharging is a requirement. The load is highly shiftable in paired smart-charging The need for smartcharging differs from utility-to-utility Most EV owners won t even consider being part of blind smart-charging. The load can be shifted every night, with 85%+ temporary shifting and 50% overall peak load reduction. The need for smart-charging is heavily dependent on natural charging behavior (vehicle types, commute/non-commute, price signals) and deployed infrastructure (kva, natural load curve, pole-top/pad-mount)

14 ChargeTO Acknowledgements The authors would like to acknowledge the significant contributions of: Toronto Hydro The participating EV owners AddÉnergie Technologies Inc. (Flo) Government of Ontario (Ministry of Energy, Smart Grid Fund) Please note, views presented herein are those of the authors and do not represent those of the Province of Ontario (or similarly the other project partners).

15 Thank you for your time! Thank you for your time! Matt Stevens, Ph.D. Bonus (time-permitting): The unintended downside of good intentions: an Ontario lesson