Electric Vehicles & the Grid

Session 2 (6 October 2020)

Infocus International
+65 6325 0210
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Do not copy or redistribute without written consent of Infocus International and faculty
 Session 2:
Charging challenges,
smart charging
and EVs as grid assets

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Charging networks, smart
charging and grid
distribution systems

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 Charging Locations
▪ Home
▪ Work
▪ Forecourt Charging
▪ Car park
▪ Public charge-point
For those without home charging capability
▪ Destination Charging:
▪ Supermarkets
▪ Cinemas
▪ Restaurants (WPD is a UK distribution
▪ … network operator)

▪ Depot (for fleets)

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“Mobility” isn’t very mobile…

Car usage in the UK (by share of time):

Parked at home Opportunity!

Charging…
Parked elsewhere … and discharging?
Moving

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 When do people charge?
UK example: An average week? (for a fleet of 180,000 EVs)
evening
peak

morning
peak

weekends

Source: EV Charging Behaviour Study, Element Energy (2019)

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 When do people charge?
UK example: data for DNO licence areas (full-year average EV, residential)

7-8pm

Source: EV Charging Behaviour Study, Element Energy (2019)

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 When do people charge?
UK example: data for DNO licence areas (full-year average EV, workplace)

8-9 am

Source: EV Charging Behaviour Study, Element Energy (2019)

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‘Smart Charging’ covers a range of solutions

Source: IRENA 2019, “Electric Vehicle Smart Charging, Innovation Landscape Brief”

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 Home charging: local Capacity Constraints
Individual devices, e.g.:
Electric shower: 7-10 kW 5 mins?
Standard EV charger: 3-7 kW 2-8 hours?*
Oven: 2-5 kW ½ - 3 hours?

Kettle: 2-3 kW 1 minute? ?

Individual home capacity, e.g.: 14-24 kW

“Demand
Diversity”

Distribution network feeder, e.g.: 100 homes, 200 kW

(Voltage drop design envelope)

* Note:
• An annual mileage of 12,500 km means an average of just 34 km per day.
• Using 50 km per day (higher weekday usage?) and 20 kWh/100km, that’s 10 kWh per day.
• Charging at an average rate of 3-5 kW, that’s just 2-3 hours per day.

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 Example: House vs. Street
W

• 40kWh battery, 100km commuter,

20kWh/100km efficiency = 50% SoC
• 7pm plug-in and av. 5kW charge rate
• Fully charged by 11pm

Average January, based on UK gov. household

electricity survey, detached 99-149m2 home

100 households:
20 EV households
W
200kW limit
5 EV households

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Solutions?
20 EV households Unmanaged 7pm & 2kW charging Managed
7pm & 5kW charging (All 100% charged by 5am)

200kW limit
(Curtailment would mean only
76% SoC achieved by 11pm)

7pm & 5kW charging Storage 7pm & 5kW charging PV+Storage
(All 100% charged by 11pm) (All 100% charged by 11pm)

15 households with 15 households with

Tesla Powerwalls Tesla Powerwalls & PV
(overnight
y Ltd. charging) (charging from 4kW PV)

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More complex scenarios

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 Behaviour-influencing: Smart Tariffs
Example:

• First tariff to offer half-hourly prices, reflecting actual wholesale costs

• When wholesale prices go negative, consumers are paid to consume
• Half-hourly energy prices set daily at 4pm for the following 24 hours

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 Smart Charging Examples

• Almost 700 drivers with over 40 different EV models

• 18-month trial, ended December 2018
Electric Nation, UK • Charge pattern analysis, charge-rate control, incentives testing
(WPD, EA Technology & • >140,000 charging events, 86% at home
others) • Most weekday charging started 5-7pm
• Drivers charge ~3 times per week, battery already >50% full
• Little interest in app usage

• Platte River Power Authority & eMotorWerks (EnelX)

• 250 smart chargers sold to residential consumers
• EMotorWerks tracks availability of renewable power and
maps against maximum charging demand.
• Peak loads on the grid are reduced by delaying charging.
• (EVs typically require ~4.5 hours to charge but are
plugged in for 8-10 hours at a time).
• ABB chargers will serve a fleet of
automated guided vehicles (AGVs)
in commercial operation.
• Late 2021, a fleet of 162 AGVs will
begin to come into service.
• Chargers are 450kW
new.abb.com/news/detail/63868/smart-charging-
infrastructure-for-singapore-ports-automated-guided-vehicles

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Managed Charging Infrastructure
Requires…
e.g. Open Charge Alliance:
▪ Communications: • Communication between charge
▪ Cheap & reliable point & charge system:
Open Charge Point Protocol (OCPP)
▪ Standardisation: • Communication between charge
system & energy management (e.g.
▪ Economies of scale & cost reduction site owner or DSO):
Open Smart Charging Protocol (OSCP)
▪ Interoperability:
▪ Managing charging across…
▪ different charger manufacturers & types,
▪ different vehicle makes and models,
▪ different utility territories and energy management systems
▪ …

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From Technical to Commercial Solutions
Everyone agrees on the need for managed charging,
but,
Not everyone agrees on the best way for it to happen:

▪ Role of DNO?
▪ Role of market? (vs. mandated)
▪ Market structure? (e.g. who does customer interact with?)
▪ Who “purchases” flexibility?
▪ Standardisation? (e.g. of curtailment tech)
▪ Safeguards (and choice) for customers? (e.g. opt-outs)
▪ Impact on battery optimisation? (real & perceived)
▪ Rewards, flexibility & choice vs. solution cost?
▪ Responsibility for cost (EV driver vs socialised)?

technology.com/wp-content/uploads/2017/04/Smart-EV-Task-2-PIV-Charging-Types-and-Roadmap-Issue-1.pdf (& additional from GCE)

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 Faster charging: coming at a cost…?
A UK distribution network operator example:

Source: WPD EV strategy

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Charging Networks: Practical issues i.
▪ Safety rules:
▪ e.g. which electrical systems can be built at fuel stations?

▪ Land availability & cost

▪ Change of land use:

▪ e.g. are cars allowed to park near a grid substation?

▪ Availability of power
▪ and limits to or cost of capacity upgrades

▪ Ability to complete civil works

▪ Space for other equipment:

▪ e.g. transformers, metering, protection devices etc.

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Charging Networks: Practical issues ii.
▪ Connection request and timeline:
▪ e.g. which electrical systems can be built at fuel stations?

▪ Rights of way

▪ Supply codes and hardware standards

▪ e.g. are cars allowed to park near a grid substation?

▪ Tariff determination
▪ Including recovery of distribution network operator costs

▪ Licensing conditions, including ability to tariff-set

▪ Policy/regulatory requirements
▪ e.g. range of connectors, percentage of parking capacity, distance between
charging stations etc.

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 Bypassing Distribution
Pivot Power:
Transmission connections + storage
2018:
▪ Plan to build >2GW of grid-scale batteries and rapid
charging stations (UK). Wärtsilä, 2019:
▪ Plans 45 sites each with 50MW batteries at electricity sub-
stations connected directly to the HV transmission system
(20MW connections).
▪ Each site up to 100 rapid 150KW chargers (or ~40 x 350KW).
▪ First two sites now live, with ten sites within the next year.

Nov 2019:

https://www.pivot-power.co.uk/pivot-power-work-national-grid-future-proof-energy-system-accelerate-electric-vehicle-revolution/

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 Portable charge-points?

Source: Autocar, Jan 2019

▪ Plans for a network of portable, independently powered charging points

▪ Set to be trialled in Germany
▪ ~17 minutes to charge an EV up to roughly 28kWh
▪ 360kWh battery unit based on cells found in VW’s MEB electric vehicle
platform (depleted batteries can be repurposed
▪ Up to 15 EVs on one cycle of the unit’s power pack
▪ A combination of AC and DC outlets
▪ 4 vehicles can use it at any one time

(Why) do we need portable charging stations?

• Allows cities to “find most suitable places for permanent
charging points before making major investments”
• Useful for events (exhibitions, festivals etc.)

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 Rapid charging with constrained grid?
“World’s first hydrogen fuel cell electric car charger”
▪ AFC Energy’s CH2ARGE hydrogen-powered rapid chargers
▪ Can charge an average EV to 80 per cent capacity in less than an hour
▪ Hydrogen delivered via tanker and stored in on-site tanks
▪ Converted into electricity by a hydrogen fuel cell.
▪ Electricity from fuel cell is fed into a 40kW battery (from which EV owners draw charge)
▪ Each CH2ARGE unit has two charge points
▪ Around 140 full charges per hydrogen fill
▪ Target markets: motorway service stations,
supermarkets, stadiums and other retail
environments, remote areas.
Notes:
• Clean hydrogen? (No! at least at first…)
• Enough sites where the economics work
(much lower end-to-end efficiency = higher cost)

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Electric vehicles
as grid assets

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 V2G & EV Aggregation
Also:
• V2H (home) Typical home battery:
• V2B (building) 5-15 kWh, 2-6 kW

EV battery:
20-100 kWh, 100-400 kW

Source: cenex.co.uk

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Distributed EVs become smart & aggregated too

V2G will require

aggregation in
order to achieve
scale (and be useful)
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 Why V2G?
Value propositions (source: Cenex 2020)

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 V2G or 1-way Smart Charging?

Source: www.utilitydive.com (Sept 2018)

▪ Enel X has installed over 6,000 network-

connected EV chargers that together
constitute a 30 MW, 70 MWh virtual battery

▪ They call their business model “eV1g”

▪ Only involves reducing charging, not taking energy
out of the car
▪ The customer pays for the charger and signs an
agreement allowing eMotorWerks to use their
charger for grid services
▪ In return, they receive “JuicePoints” (redeemed as cash)
▪ In future there’s scope for other types of grid
services (such as frequency response)

orks was bought by EnerNOC, a subsidiary of ENEL)

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 What’s happening in V2G?

Grid service design issues with V2G:

• Response time
(V2G is able to provide a response
Source: www.v2g-hub.com/insights
within 2 seconds)
• Duration of service
June 2020: (the balance between power and
length of service)
• Availability & performance levels
• At Fiat Chrysler’s Mirafiori plant in Turin (when provided by less predictable
• Grid stabilization services. assets)
• Eventually up to 25 MW
• Aggregation with 5 MW of onsite solar

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Lessons from V2G trials?

▪ Frequency response and arbitrage attractive in some markets

▪ Costs to qualify assets for grid services can be prohibitive
▪ Cost and time to gain DNO approval can be challenging
▪ Difficult to quantify value within evolving energy markets & regulations
▪ The creation of DNO flexibility/congestion products will be helpful
▪ Lack of AC V2G vehicle availability and standardisation
▪ Customer concerns over degradation, short-notice SoC and warranties
▪ Needs close cooperation between chargepoint OEM, operator and DSO

Early value most likely to come from fleets,

not privately-owned vehicles?

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 Grid Services & Storage
“Unplanned” “Planned”
“Capacity
“Power Applications” “Energy Applications”
Value”
Ancillary Service Revenues Energy Arbitrage & Efficiency Revenues

Voltage Control Balancing Capacity

Frequency Control Markets Markets
Wholesale Markets
Frequency
(Day-ahead Scheduling)
Response
Hedges, ESPCs
Reserves & PPAs
Black start
Supply/Demand Forecasts

Grid Congestion

Supply/Demand Imbalance
& Supply / Grid Faults

ms s min hr day week mth yrs

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 Now ≠ Future!

“Past performance is not always a good guide to the future*”

“We have double-digit gigawatts of batteries in the

planning system, backed by people who believe a
frequency response contract is waiting for them.
But there isn’t a double-digit requirement for
frequency response.”
(UK National Grid)

(*Frequency response prices have fallen in the UK in the past few years)

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 V2G Competitive Context
Problem to Solve (e.g.) Alternative Solutions Notes & Queries

Stationary storage (grid & Market size & value?

Frequency Response,
aggregated) Opt-outs & firm
Macro Grid Stability
Power plants capacity?
Power plants Duration?
Peak Demand
Stationary storage (grid & Opt-outs & firm
(Capacity adequacy)
aggregated) capacity?
Power plants
Peak Demand ToU tariffs?
Stationary storage (co-located,
(Energy) Duration?
grid & BTM)
Power plants
Stationary storage (co-located,
Demand Response Price signals?
grid & BTM)
& Balancing V2H?
C&I electricity consumers
Smart charging
Local Grid Congestion Stationary storage (grid & BTM) V2H?
& Stability Smart charging V2Local Microgrid?

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 Standards for EVs & Smart Home
e.g. Audi & EEBUS
▪ Audi e-tron is the first electric car to use the “EEBUS”
standard (introduced in February 2019).
▪ EEBUS is a license-free common language that
any energy device and platform can use to
communicate with each other (regardless of manufacturer and technology).
▪ EVs can potentially serve as flexible storage devices and be managed along with
household appliances and heat pumps through intelligent control of power
requirements.
▪ Devices are connected, via Wifi, to a home energy management system (HEMS).
▪ EV charging can consider the power requirements of other household devices,
changing electricity tariffs or forecasted/actual generation from rooftop PV - and
adjust accordingly (smart charging).
▪ A future interface with a grid operator via HEMS would allow EVs to adapt their
charge planning to grid bottlenecks and stability.

Source: Audi

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THANK YOU
Infocus International
+65 6325 0210
enquiry@infocusinternational.com

Do not copy or redistribute without written consent of Infocus International and faculty