Vector E-Mobility Engineering Day. Platform implementing V2G services Bidirectional Power Transfer using Edition 2.

Transcription

1 Vector E-Mobility Engineering Day April 12th 2018 Platform implementing V2G services Bidirectional Power Transfer using Edition 2

2 AGENDA 01 RENAULT 02 BPT 03 PLATFORM 04 USE V2G STRATEGY FAST RESPONDING SERVICES SERVICES WITHIN USING DYNAMIC CONTROL MODE IMPLEMENTATION V2G VEHICLE AND CHARGING STATION CASE TESTING FREQUENCY REGULATION

3 01 RENAULT V2G STRATEGY FAST RESPONDING SERVICES

4 8 YEARS OF EXPERIENCE TO BUILD A COMPETITIVE ADVANTAGE FIRST MOVER WITH 4 MODELS CUSTOMER SATISFACTION NEW ZOE: 400 km NEDC autonomy >90% customer recommendations >140K customers 30,000 PEOPLE TRAINED TECHNICAL EXCELLENCE 3 Formula-E championships 100% TRAINED DEALERS LEADER IN EUROPE

5 V2X USECASES CONNECTED MODE Services Description What To who Future Trial projects V2G Vehicle to Grid (connected mode) FCR (Frequency Containment Reserve) V2G V2G Vehicle to Grid (connected mode) Grid stands for public network or district Congestion Management & local self-consumption of ReN TSO DSO or Local Grid Madeira Lomboxnet Madeira ISLANDED MODE : Services What To who Foreseen projects V2L 220V plug adapted for LCV (ex. for workmen) Driver - Concentrate on Grid connected mode BATTERY & INFRASTRUCTURE PROGRAM SEPT 2017

6 FREQUENCY REGULATION USE CASE ActivePower = k (NominalFrequency Frequency) Setpoint frequency: Second Power : 22kW Relays closed during the whole participation (e.g 12 hours). No ON/OFF Denmark 49.9 Hz < f < 50.1 Hz France / Germany / Netherland: 49.8 Hz < f < 50.2 Hz

7 02 BPT SERVICES WITHIN USING DYNAMIC CONTROL MODE

8 USE CASES : FAST RESPONDING ENERGY TRANSFER SERVICES E8: fast responding services based on dynamic control mode Dynamic adjustment of the BPT considering complex grid situations and secondary actors for grid services. Using dynamic control mode, SECC is also responsible for ensuring e-mobility needs F4: Energy transfer control based on Dynamic control mode The SECC controls the amount of active and reactive power to be transferred during the energy transfer loop. During the loop the SECC may change the power boundaries and the active and/or reactive power targets based on SA requirements and mobility needs. EVCC will make its best efforts to follow the changes. During the loop the EVCC updates its energy requests in relation with mobility needs

9 BIDIRECTIONAL POWER TRANSFER (BPT) SERVICES ServiceDiscovery pair messages New services for BPT same logic as Charging Services (Wifi and PLC separated into two services) ServiceDetail pair messages Parameter set for BPT services: 2 control modes : Dynamic and Scheduled Connector (legacy EnergyTransfer Type) Generator Mode : current source BPT Channel

10 ENERGY TRANSFER LOOP MESSAGES

11 DYNAMIC CONTROL MODE (NEW) a control mode, without negotiation, where a secondary actor system controls the power flow fulfilling user's mobility needs and its own constraints. Mobility need is ensured by EVSE No negotiation, no schedule, no charging profile EVSE sends a single power set point inside the power transfer loop -DC Charging -DC Bidirectional Power Tranfer -AC Charging -AC Bidirectional Power Tranfer EV Service Discovery SECC/SA -AC Charging -AC Bidirectional Power Tranfer (BPT) -AC Bidirectional Power Tranfer (BPT) -Selected service = AC BPT -Selected payment = Plug and Charge Service Detail Payment Service Selection -Connector = Three phase -Generator mode = Current source -Control Mode = Dynamic -EV physical limitations -EV mobility need (departure time & energy need) Charge Parameter Discovery -EVSE physical limitations Power Delivery -EV physical limitations -EVMobility need AC bidirectional power transfer loop -Power control set points Concrete example for AC bidirectional power transfer: Services: fast responding grid services (primary reserve, voltage regulations)

12 ENERGY LIMITATIONS This parameters are instantaneous values that will change over time during the energy transfer loops. They are calculated, updated and sent during all the energy transfer loop by the EV. Immediate charge could be requested Smart charging services possible Immediate charge is requested 1. EV Maximum Energy 2. EV Minimum Energy 3. EV Target Energy 4. EV Current Energy 5. EVMaximumEnergyRequest 6. EVMinimumEnergyRequest 7. EVTargetEnergyRequest EVMinimumEnergyRequest = EVMinimumEnergy EVCurrentEnergy EVMaximumEnergyRequest = EVMaximumEnergy EVCurrentEnergy EVTargetEnergyRequest = EVTargetEnergy EVCurrentEnergy

13 03 PLATFORM IMPLEMENTATION V2G VEHICLE AND CHARGING STATION

14 COMBO DC V2G PLATFORM End to End Connectivity (incl ISO Ed 2) Hardware in the Loop Platform API for SW implementation & testing World 1st (CCS & ED2) «Power On» - Real energy flow Suitable for «open experiment» Open for Experiment Charge Spot Combo DC V2G Ready DIRECT CONTROL High Level Protocol CPL DC ISO ED 2 EV Combo DC V2G Ready API ENERGY MANAGEMENT ALGORITHM Combo DC V2G Ready CAN & SW Update

15 ENERGY MANAGEMENT INTERFACE Collect EV data Energy limitations Physical limitations Collect EVSE data Selected standard Physical limitations Physical measurement Set up target power

16 COMBO DC V2G PLATFORM DC ISO ED 2

17 04 USE CASE TESTING FREQUENCY REGULATION

18 TEST RESULTS POWER PROFILE DURING 2 HOURS Target value New power setpoint every 1s Max: 10 kw Min: -7kW Metering values Energy disharged: -1,0 kwh Energy charged: 4,8kWh Energy : 3,8 kwh 3, , ,891944

19 TEST RESULTS CURRENT PROFILE Zoom On Less than 1 Amp between current setpoint and measured current

20 FUTURE WORK Work in progress on DC V2G platform Algorithm of frequency regulation taking into account user mobility need V2G services impacts on battery life and components AC V2G Development of vehicles with Bidirectional On-Board Charger field experimentations Implementation of Grid Codes for V2G

21 ANY QUESTIONS?

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