frankfurt (germany), 6-9 june 2011 power system impacts from large scale deployment of ev -the merge...

Frankfurt (Germany), 6-9 June 2011

Power System Impacts from Large Scale Deployment of EV -The MERGE project –

João A. Peças Lopes([email protected])


2

How to evaluate grid impacts from the presence of EV?

Steps to be performed:

1. Need to understand the behavior of EV drivers Surveys

2. Impacts in Power System operation and planning:

• Steady state operation

• Dynamic behaviour

• Generation reserve needs

3. Definition of management solutions with implications on battery charging

modes

4. Design of charging infrastructures

Specific simulation tools capableto incorporate EV drivers behavioursand new management and control concepts.

Specific simulation tools capableto incorporate EV drivers behavioursand new management and control concepts.


EFFECT OF DUMB CHARGING SCENARIO ON PORTUGAL’S ELECTRICITY DEMAND AND DISTRIBUTION SYSTEMS (10% EV)

3

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

00:00 04:00 08:00 12:00 16:00 20:00

Gri

d d

eman

d (

MW

)

Baseline demand EV charging load

CONTROLLED CHARGING IS REQUIREDCONTROLLED CHARGING IS REQUIRED


33%

23% 20%24%

0%

5%

10%

15%

20%

25%

30%

35%

EV charge at the end of the day

EV charge only when it needs

EV charge whenever possible

EV charge whenever is convenient and the

driver has time

%

Charging approaches:

Drivers´ behaviours:

Charging Modes

Uncontrolled

Dumb Charging (DC)

Multiple Prices Tariff (MPT)

Controlled

Smart Charging (SC)

Vehicle-to-Grid (V2G)

Dumb Charging - EV owners are free to charge their vehicles whenever they want; electricity price is constant along the day.

Multiple Prices Tariff - EV owners are free to charge their vehicles whenever they want; electricity price is not constant along the day.

Smart Charging - envisions an active management system, where there are two hierarchical control structures, one headed by an Aggregator and other by the DSO, that control EV charging according to Aggregator’s market negotiations or according to the grid’s needs.

EV e

lect

ricity

cos

t

Behaviours defined according to the findings of a survey made within the framework of the MERGE project

Conceptual Framework for EV Integration Into Electric Power SystemsPossible EV charging approaches and drivers’ behavioursConceptual Framework for EV Integration Into Electric Power SystemsPossible EV charging approaches and drivers’ behaviours

4


The MERGE control concept

• A two level hierarchical control approach needs to be adopted:

• Local control housed at the EV grid interface, responding locally to grid frequency changes and voltage drops;

• Upper control level designed to deal with:• “short-term programmed” charging to deal with branch

congestion, voltage drops – performed at the aggregation level and involving a dialog with the DSO

• Delivery of reserves (secondary frequency control);• Adjustments in charging according to the availability of power

resources (renewable sources).

5

Adoption of an AC charging mode 3, using the control pilot connectionAdoption of an AC charging mode 3, using the control pilot connection


Conceptual Framework For EV Integration

• EV must be an active element within the power system

• The Upper Level control requires interactions with:

• An Aggregating entity to allow:

Controlled charging Reserve

management Market negotiation

DSO

PLAYERS

RAU

MGAU

TSO

GENCO

DSO

Supplier/Aggregator

Ele

ctric

ity M

arke

t O

pera

tors

Market Operation

Electric Energy

Electric Energy

Technical Validation of the Market Negotiation (for the transmission system)

Electric Energy

Reserves

Reserves

Parking Parking BatteryReplacement

BatteryReplacement

EVOwner/Electricity

Consumer

Parking Facilities

Battery Suppliers

Electricity Supplier

Electricity Consumer

Electric Energy

Communicates with

Sell offer

Buy offer

Technical validation of the market results

Reserves

6


EV Voltage / Frequency support modes

Voltage Control

Frequency Control

Local Control

Primary Control (local control)

Secondary Control

Coordinated Control

7

Active rectifiers or should be adopted to interface EV with the grid.

Active rectifiers or should be adopted to interface EV with the grid.

Communication infrastructureCommunication infrastructure

Local control to be implemeted in a similar way to SAE 1772 Local control to be implemeted in a similar way to SAE 1772


Data and assumptions: Peak load – 25.1 kW Annual energy consumption – 111 MWh Vehicles in the network – 30 30% of the fleet of vehicles are electric Period of lower energy price for Multiple Tariff Policy adherents – 23h to 6h

Single line diagram of the LV test network

Results: Power demand:

0,000

0,005

0,010

0,015

0,020

0,025

0,030

0,035

0,040

0,045

0,050

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Pow

er d

eman

d (M

W)

t

Without EV Dumb chargingDual tariff policy Smart charging

Evaluation of EV Impacts in Distribution Networks – 1 Case study: typical Portuguese LV grid

(residential area)

Impossible approachesImpossible approaches

8


0,60

0,65

0,70

0,75

0,80

0,85

0,90

0,95

1,00

1,05

1,10

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Volt

age

(p.u

.)

Bus

Without EV Dumb chargingDual tariff policy Smart chargingEN 50160 voltage lower limit

Voltage profiles for the peak hour:

Results: Branches’ loading for the peak hour:

0

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

Without EV Dumb charging Dual tariff policy Smart charging

Wee

kly

ener

gy lo

sses

(M

Wh)

Weekly losses:

No EV Dumb Charging

Dual Tariff Policy

Smart Charging

Evaluation of EV Impacts in Distribution Networks – 2 Case study: typical Portuguese LV grid (residential area)

9


Evaluation of EV Impacts in Distribution Networks Case study: typical Portuguese MV grid

Data and assumptions: Peak load – 7.3 MW Annual energy consumption – 32 GWh Power factor for the conventional load – 0.96 Vehicles in the network – 7035 30% of the fleet of vehicles are electric Period of lower energy price for Multiple Tariff Policy adherents – 23h to 6h


Evaluation of EV Impacts in Distribution Networks – Case study: typical Portuguese MV grid

0

2

4

6

8

10

12

14

1 49 97 145 193 241 289

Tota

l Net

wor

k Lo

ad (M

W)

t (1/2 h)

No EV Dumb Charging Multiple Tariff Policy Aggregator's Smart Charging

Load increases after first and final day travelsLoad increases after first and final day travels

Valley hour fillingValley hour filling

0.7

0.75

0.8

0.85

0.9

0.95

1

1.05

1.1

1 11 21 31 41 51 61 71 81 91 101 111 121 131 141 151 161 171 181 191 201 211 221 231 241 251 261 271 281 291 301

Volta

ges (

p.u.

)

Bus

No EV Dumb Charging Multiple Tariff Policy Aggregator's Smart Charging


12

Voltage profiles for the peak hour: Results:

Branches’ loading for the peak hour:

Weekly losses:

No EV DumbCharging

Dual TariffPolicy

SmartCharging

Voltage profiles for the peak hour:

Results:

Branches’ loading for the peak hour:

Weekly losses:

No EV DumbCharging

Dual TariffPolicy

SmartCharging

No EV Dumb Charging

Dual Tariff Policy

Smart Charging

Evaluation of EV Impacts in Distribution Networks – Case study: typical Portuguese MV grid


Droop Control for EV P

f0.2 Hz

0.8 C

0.2 C

1 C

B

-KI/s

fp1

fpm

fpA1

fpAk

fi

Pif1

PifnPifREF

Dfi

++ -

+

+-

+

++

-

k

i

m

i 1

inii

1

inii PaPe

ini1Pe

inimPe

ini1Pa

inikPa

Pref1

Prefm

Prefa1

Prefak

...

......

fREF

++

-+

+-

++

ACE AggregatorsAggregators

AGC Model with EV

+-Df P(W)

PL

KP

Dead Band Droop Injection/Consumption Limit

Vehicle’s Load

Control loop for EVs active power set-point

PR

IMA

RY

FR

EQ

UEN

CY

CO

NTR

OL

SEC

ON

DA

RY

FR

EQ

UEN

CY

CO

NTR

OL

Reserve Provision with EVLocal Droop Control and Automatic Generation Control (AGC)

13


C15H

C16TC2

H

C17N

W10

W11

W2 W1

W4 W5

W7

400 kV

150 kV

400 kV

220 kV

400 kV

150 kV

400 kV

220 kV

400

kV

220

kV

~

C1H

C3H

~ ~

C4TG

W3

~

C7H~ W6

~C6H~

C5H

~

C8H

~

C9TG

W8

~

C12TC

~

C11TC

~

C14H

~ ~ ~

150 kV

220 kV

~C10H

W9

~

C13TC

1

400

kV

220

kV

211 10

12

13

14 1516

17

18

19

22

21

23

8

7

2524 9

4 3

6 5

20

Control Area 1 Control Area 2

Equivalent Generator Types

~

~C(TG): Conventional Gas

~C(H): Conventional Hydro

~C(TC):Conventional Fuel or Coal

N: Conventional Nuclear W: Wind

Simplified Portuguese Transmission Network

Droop Control for EV P

f0.2 Hz

0.8 C

0.2 C

1 C

+-Df P(W)

PL

KP

Dead Band Droop Injection/Consumption Limit

Vehicle’s Load

Control loop for EVs active power set-point

PR

IMA

RY

FR

EQ

UEN

CY

CO

NTR

OL

SEC

ON

DA

RY

FR

EQ

UEN

CY

CO

NTR

OL

Reserve Provision with EV - Local Droop Control and Automatic Generation Control (AGC)

14


0 100 200 300 400 500 600 700 800 900 10000

0.1

0.2

0.3

0.4

0.5

0.6

Time (s)

PW

ind (

MW

)

0 100 200 300 400 500 600 700 800 900 10000.9

0.95

1

1.05

Time (s)

PE

V (

MW

)

EV - Charge ModeEV - Freq. Control

0 100 200 300 400 500 600 700 800 900 100049.4

49.6

49.8

50

50.2

50.4

50.6

Time (s)

Fre

qu

ency

(H

z)


0 100 200 300 400 500 600 700 800 900 10000.3

0.35

0.4

0.45

0.5

0.55

Time (s)

PH

ydro

4 (

Hz)


Reserve Primary Reserve - Frequency Control with EV

15


0 100 200 300 400 500 600 700 800 900-3500

-3000

-2500

-2000

-1500

-1000

-500

0

500

1000

Time (s)

Pin

terc

on

nec

tio

n (

MW

)

With participation of EVWithout participation of EV

-10 -5 0 5 10 15 20 25 30

49.7

49.8

49.9

50

50.1

50.2

Time (s)

Fre

qu

ency

(H

z)

With participation of EVWithout participation EV

0 20 40 60 80 100 120

0.35

0.4

0.45

0.5

0.55

0.6

0.65

0.7

0.75

Time (s)

I 16-1

8 (p

.u.)


0 100 200 300 400 500 600 700 800 900-3000

-2000

-1000

0

1000

2000

3000

Time (s)

AC

E (

MW

)


Secondary Reserve - AGC Operation with EV

16


CONCLUSIONS

• Electric Vehicles will play an important role in the development of the Smart Grid concepts since they are:• High flexible load device• Mobile storage device

• The presence of Electric Vehicles, if properly managed, can:• provide several ancillary services; • allow a larger integration of renewable power sources;• increase system robustness of operation.

• If Smart Charging and other Distributed Intelligent solutions are adopted, the need to reinforce the existing electrical grid and generation infrastructures can be postponed.

17

http://www.ev-merge.eu/http://www.ev-merge.eu/

frankfurt (germany), 6-9 june 2011 power system impacts from large scale deployment of ev -the merge...

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