Technical Data Analysis and Power Grid Effects of Fast Charging Processes of Electric Vehicles E-Mobility Integration Symposium 2017 23. October 2017, Berlin M.Sc. Georg Göhler, University of Stuttgart IAT Folie Nr. 1, photo: Ludmilla Parsyak, Fraunhofer IAO
1. Motivation From climate protection goals to fast charging electric vehicles (EVs) The increase of stricter EUregulations for CO 2 emissions push the development and distribution of electric vehicles and therefore the expansion of charging stations with significant challenges to local infrastructure and a high charging power causes peak loads, which have to be managed in our Future energy system Bildquellen: 1) Stuttgarter Zeitung, 3),6) Ludmilla Parsyak, Fraunhofer IAO, 2),4),5) own graphic www.microsmartgrid.de Folie Nr. 2
2. Data Basis Fast charging infrastructure at Fraunhofer IAO Micro Smart Grid public grid PV east-west PV south auxiliary users 10 kwp 20 kwp circuit breaker 120 kw 600V DC-link 60kW 30kW 340 kw 200 kw 100 kwh 2.000 kwh 30 charging stations (AC) 2 fast charging stations (DC) Li-battery LOHCstorage Folie Nr. 3
2. Data Basis Fast charging infrastructure at Fraunhofer IAO Micro Smart Grid Fig. 2: Charging 3 EVs at the same time Fig.1: Fast Charging Station - 150kW DC Fig. 3: EV plugs: CCS and CHAdeMO Folie Nr. 4 1),3) Ludmilla Parsyak, Fraunhofer IAO, 2) own photo
2. Data Basis Overview and technical data basis of considered EVs EV type Connector Battery Capacity [kwh] Nissan Leaf Range Release Year Fraction of Charges CHAdeMO 24 / 21,4 175 2011 51,5% Reference: Greenhoushybridelectric Mitsubishi imiev CHAdeMO 16 / 15,6 150 2010 28% Reference: Mitsubishi Motors BMW i3 CCS 33,2 / 27,2 300 2016 20,5% Reference: BMW USA VW eup CCS 18,7 / 16,3 160 2013 - Reference: VW Austria VW egolf CCS 24,2 / 21,1 190 2014 - Reference: VW Folie Nr. 5
3. Structure of the Data Analysis Threefold Analysis of 263 charging processes of several EVs 1: Fast charging station 2: Electric vehicle 3: Further aspects of the charging processes Folie Nr. 6
3. Structure of the Data Analysis First viewpoint: Fast charging station 1: Fast charging station 2: Electric vehicle 3: Further aspects of the charging processes Folie Nr. 7
4. Data Analysis Overview (3D) of all charging processes between Dec 2016 Jul 2017 One point One charge Most charges between 8am and 4pm Charging duration often from ½h to 1h Many events of a loaded energy amount of about 10kWh Folie Nr. 8
4. Data Analysis The grid effects of the charging events over the day A maximum load over 100kW due to a douple charge was recorded For the observed charging pole, a power of 50kW would suffice over 95% of the daytime. Folie Nr. 9
4. Data Analysis Viewpoint II: Electric Vehicles 1: Fast charging station 2: Electric vehicle 3: Further aspects of the charging processes Folie Nr. 10
4. Data Analysis Classification of the temperature categories Each charge was classified in one of the three temperature range categories Folie Nr. 11
4. Data Analysis Temperature influence of charging process i3 summer charging The start battery temperatures are between 25 and 33 C and then increase to over 50 C Folie Nr. 12
4. Data Analysis Temperature influence of charging process i3 winter charging Due to modern battery management it is possible to ramp up the power parallel to the increasing temperature Folie Nr. 13
4. Data Analysis Temperature influence of charging process Leaf summer charging Contrary to vehicles of a newer generation this Nissan Leaf of the first generation can not maintain the high start power of about 50 kw Folie Nr. 14
4. Data Analysis Temperature influence of charging process Leaf winter charging Older electric vehicles are not able to ramp up the power with an increasing battery temperature Folie Nr. 15
4. Data Analysis Overview of charging processes of several vehicles (median) Reference: BMW USA Reference: Mitsubishi Motors Reference: Greenhoushybridelectric BMW i3 Mitsubishi imiev Nissan Leaf Significantly lower charging power can be expected in winter A progression of EV technology can be seen, as the i3 is able to almost continuously charge with higher power Folie Nr. 16
4. Data Analysis Viewpoint III: Further aspects 1: Fast charging station 2: Electric vehicle 3: Further aspects of the charging processes Folie Nr. 17
4. Data Analysis Course of voltage and current charging method The observed charging station makes use of the method constant voltage Folie Nr. 18
4. Data Analysis Active vs. reactive power overview of all charging events The charging infrastructure overstrains the energy grid with a constant reactive power irrespective of the momentary active power or the SOC Folie Nr. 19
5. Conclusion summary and outlook main results of the analysis: Each EV model features a distinct charging profile strong difference in winter and summer charging fast charging imposes a huge burden on the energy grid due to the high peak loads Outlook develop strategies to avoid peak loads and compensate reactive power further use of load curves in simulations derive sizing guidelines and planning tools Folie Nr. 20
Thank you for your attention! www.microsmartgrid.de Georg Göhler Mobility Concepts and Infrastructure University of Stuttgart IAT Nobelstr. 12 70569 Stuttgart Telefon : +49711 / 9702340 E-mail: georg.gohler@iat.uni-stuttgart.de Folie Nr. 21
Backup I Overview of different vehicles - median comparison in summer Folie Nr. 22
Backup II Overview of different vehicles - median comparison in winter Folie Nr. 23
Backup V Charging power over the time BMW i3 Electric Power in kw Electric Power in kw Temperature in C Time in hh:mm Folie Nr. 24
Backup VI Charging power over the time Nissan Leaf Electric Power in kw Electric Power in kw Temperature in C Time in hh:mm Folie Nr. 25
Backup III Overview (2D) of charging processes derivation of average power 30 kw 22 kw 11 kw 7,4 kw The average power of most charges is between 11kW and 22kW Folie Nr. 26
Backup IV Generation of mean and median for a better overview For the following load comparison of several vehicles the median is used Folie Nr. 27
Backup VII Power factor over SOC Mean Folie Nr. 28