Profit Enhancement Through Optimized Operation of ... · Energy Loss : City Driving Engine Loss 76% Engine Standby 8% Driveline Losses 3% Driveline Aero 3% Rolling 4% Braking 6% Fuel

Informatik 7

Rechnernetze und

Kommunikationssysteme

E-Mobility

Dr.-Ing. Abdalkarim Awad

3.2.2016

Electrical vehicles (EV)

Dr. -Ing. Abdalkarim Awad 2

iMiEV

Audi

A1 e-tron

Ford

Focus EV

Nissan

Leaf

Chevy

Volt*

Tesla

Roadster

Coda

Sedan

Fisker

Karma*

Toyota

Prius*

Smart

ED

Ford

Escape

Mercedes

A-Class

BMW

Active E

Honda

Fit EV

Volvo

C30 EV

Electrification of vehicle

Motor/Generator

Battery Fuel

Transmission

Engine

Fuel

Transmission

Engine

Battery

Transmission

Motor/Generator

Battery ElectricHybridConventional


Energy Loss : City Driving

Engine Loss76%

Engine

Standby8%

DrivelineLosses

3%

Driveline

Aero3%

Rolling4%

Braking6%

Fuel Tank100%

16% 13%

POWERTRAIN VEHICLE-Related

Urban Drive Cycle Energy Balance


Energy Loss : Highway Driving

Engine Loss77%

Engine

Standby0%

DrivelineLosses

4%

Driveline

Aero10%

Rolling7%

Braking2%

Fuel Tank:100%

23% 19%

POWERTRAINVEHICLE-Related

Highway Drive Cycle Energy Balance


Degrees of Hybridization

The vehicle is a….

If it…Automatically stops/starts the engine

in stop-and-go traffic

Uses regenerative braking and operates above 60 volts

Uses an electric motor to assist a combustion engine

Can drive at times using only the electric motor

Recharges batteries from a wall outlet for extended all-electric range

Source: http://www.hybridcenter.org/hybrid-center-how-hybrid-cars-work-under-the-hood.html

Micro Hybrid

Citroën C3

Mild Hybrid

Honda Insight

Plug-in Hybrid

Chevy Volt

Full Hybrid

Toyota Prius

Efficiency

http://www.hybridcenter.org/hybrid-center-how-hybrid-cars-work-under-the-hood.html

Energy Saving : Hybrid Systems

•Can eliminate engine entirely

•Engine downsizing•Decoupling of engine and wheel

Engine Loss76%

Engine

Standby8%

DrivelineLosses

3%

Driveline

Aero3%

Rolling4%

Braking6%

Fuel Tank:100%

16% 13%

Micro Hybrid

Eliminates

Mild Hybrid Reduces

Full Hybrid Reduces


Energy Loss : City Driving –Electric Vehicle

Dr. -Ing. Abdalkarim Awad

Motor Loss10%

Motor

DrivelineLosses

14%

Driveline

Aero29%

Rolling35%

Braking11%

Batteries100%

90% 76%

POWERTRAIN VEHICLE-Related

Urban Drive Cycle Energy Balance

8

Well-to-Wheels Efficiency

Generation33%

Transmission94%

Plug-to-Wheels76%

Refining82%

Transmission98%

Pump-to-Wheels16%

23%

13%

31%

80%

31% 76% = 23%

80% 16% = 13%Source: http://www.nesea.org


Well-to-Tank Tank-to-Wheels

Vehicle types

Petrol

(ICE)

Hybrid

(HEV)

Plugin Hybrid

(PHEV)

100% Battery

(EV)

Range: 440 miles 440 miles 440 miles 100 miles

Refuel

Time:5min 5min

<1h

Level 2 Charge

4– 8h

Level 2 Charge

Usage:1st car

Familiy car

1st car

Family car

1st car

Family car

2nd car

City car

Energy

Efficiency:Not Efficient Efficient More Efficient Most Efficient

PHEV: Plug-In Hybrid Electric Vehicle

REEV: Range Extended Electric Vehicle

EV: Electric Vehicle


Storage: pumped-storage hydroelectricity


Image source: cleanbalancepower.com

EV as energy storage

EVs have small energy storage capability (few 10 kWhs)

Large number of Vehicle

Can be seen a large storage


Why EVs and PHEV

More efficient, lower fuel costs, lower emissions

Simpler transmission, fewer moving parts

Fuel Choice

Oil/energy independence

Emissions improve with time

Emissions at few large locations is easier to control than millions of tailpipes

Renewable energy resources produce electricity

Exploit the Storage capacity of the EV


Challenges

Limited Range

Large battery weight/size

Long Charge times

High initial cost

Battery life

Consumer acceptance

Grid Integration


Batteries

A conventional vehicle uses a lead-acid battery to start the engine and power auxiliary loads (lighting, electronics, etc.).

Hybrid electric and full electric have propulsion batteries, which are constructed quite differently—they are built for high power, high energy, and long cycle lives.

Some low-voltage hybrid vehicles use advanced lead acid batteries, known as valve regulated lead acid (VRLA) batteries.


Batteries

Most propulsion batteries for full hybrid vehicles are made of nickel-metal hydride (NiMH), rather than lead.

A NiMH battery can hold twice as much energy as a lead battery, has a longer life cycle, and requires no maintenance. And its materials are less toxic than those in a regular car battery. There are other types of batteries, such as lithium ion, lithium ion polymer, and nickel-cadmium.


ultracapacitor

A hybrid may also use an ultracapacitor (alone or with a battery) to extend the life of its battery system because it is better suited to capturing high power from regenerative braking and releasing it for initial acceleration.

Similar to Capacitors, they can withstand hundreds of thousands of charge/discharge cycles without degrading.


Power Density


Gasoline Diesel Lead-acid NiMH

Energy

density

11800

Wh/kg

11944

Wh/kg

30 Wh/kg 60 Wh/kg

Specific

Power

7MW/kg 8MW/kg 100 W/kg 500 W/kg

charging


Charge Level Voltage Max Current ,

Power

Level 1 (L1) 120VAC 16A - 1.9kw

Level 2 (L2) 208 - 240VAC 80A - 20kw

DC Level 1 (L3) 200 – 500V DC 80A – 40kW

DC Level 2 (L3) 200 – 500V DC 200A - 100kW

Level 1 Charging


Charge Level Voltage Max Current

Level 1 (L1) 120VAC 16A - 1.9kw

• Adds < 5 Miles per every hour charging

• Best suited for Plug-in-Hybrid with low EV range

• Painfully slow for most BEVs

• Great in location where EVs park for several days at time

and high density is desired such as Airport

Level 2 (L2)



Level 2 (L2) 208 – 240VAC 80A - 20kw

• Adds up to 62 Miles range per hour of charge

• Rate Limited by on-board charger of vehicle

• Slightly more costly than L1

• Great in location where Plug-ins park. Home –

Work – Malls - Attractions

Level 3 (DC-FC)



Level 3 (DC-FC) 300 – 460VDC 250A+

• Adds up to 300 Miles range per hour of charge

• Much more costly than L1/L2

• Several competing standards (CHAdeMO, J1772,

Tesla)

• Requires 3 Phase AC infrastructure

• Great in location between cities, near the highway

and where recharge speed is important

Relevant Standards for the Charging Interface (Europe and US)

IEC 62196

IEC 61851-1

IEC 61850

SAEJ1772

SAE J2847/1

IEEE P1901/.2

IEEE 80211P

…..


Combined AC/DC-Charging System (CCS)


Photo courtesy of REMA North

America

Electric Vehicle Safety Technical Symposium

http://greentransportation.info/ev-

charging/fast-charging/fast-charging-

whether-standardized-or-not.html

CCS map

Dr. -Ing. Abdalkarim Awad 25http://ccs-map.eu/

CCS map


http://de.chargemap.com/

Electric Vehicle Penetration


Three Scenarios

Scenario 1 realistic

Scenario 2 Optimistic

Scenario 3 huge penetration


Scenrio1

Limited battery development

Liquid fuels continue to provide relatively cheap energy


Scenario2

BEV pushed by Vehicle manufacturers to reduce emissions

Continued Battery development

Continued price increase in liquid fuels


Scenario3

Battery costs and weight are significantly reduced

Electricity outpaces alternate fuels

Suitable charging infrastructure is widespread


Scenario 1


Scenario 2


Scenario 3


Example: Hub network including PHEV Managers for urban areas


Vehicle energy consumption with the dumb charging scheme


Vehicle energy consumption with a dual tariff charging scheme (low tariff from 9am to 3pm).


a) Smart Charing


(b) The PMPSS price signals based on the electricity demand.


Effect of dumb charging scenario on Germany’s electricity demand


Effect of smart charging scenario on Germany’s electricity demand


EV charging load for dumb charging scenario, Germany


EV charging load for smart charging scenario, Germany


EVs and the grid

The required energy (kWh) “maybe” will not be a challenge for the network

But the challenge is the required power (kW)


Vehicle to Grid (V2G)


Components of the V2G system


Services V2G can offer

Frequency regulation: Contingency6 sec

60 sec

5 min

Voltage Regulation


Services V2G can offer

Note that the V2G services are usually about the provision of instantaneous real and reactive power as a service

NOT about the supply of energy

Battery pack capacity usually limits the peak shaving / load levelling capability

Some hybrids can start Internal combustion engine and generate – but of limited value


Battery Aggregation

The size of power plant prevent them from participating in electricity markets

Virtual Power Plant Concept

Different control schemes


Virtual Power Plant control

Direct Control

Hierarchical Control

Distributed Control


Direct Control

VPP Control Center is responsible for deciding and directly communicating with the individual units

The VPP control center takes care about the optimization of the operation of all individual resources


Direct Control Approach


Hierarchical Control

Intermediate aggregation functions takes place in different hierarchical layers

EV Management module is responsible for management of EV.

The goal is to minimize the charging costs and maximize EV revenues.


Hierarchical approach


Distributed Control

VPP control center does not have direct access to resources

It has indirect influence

it can affect their behavior through price signals

Individual entities decide their optimal operational state


Distributed Control


Application Scenario

Each EV sends Join/Leave message (each sec)

The message contains the SOC, Capacity,…

This ways the operator has an overview about the available power and storage capacity of the fleet

When the operator need to increase the power, it sends discharge request

It sends to the EV with the most SOC, until the load is covered

When the operator need to decrease the power, it sends charge request

It sends to the EV with the least SOC, until balancing the system


Bibliography

„Electric Vehicle Battery Technologies“, Kwo Young, Caisheng Wang, Le Yi Wang, and Kai Strunz

Electric Vehicles 101, Dan Lauber, 2009

Smart Grid: Technology and Applications, 2012, ISBN 1119968682, Wiley, by Janaka Ekanayake, Kithsiri Liyanage, Jianzhong Wu, Akihiko Yokoyama, Nick Jenkins

Smart Grid : Applications, Communications, and Security by Lars T. Berger and Krzysztof Iniewski

Hamed Mohsenian-Rad, Communications & Control in Smart Grid (Slides)

MERGE project


Documents

Profit Enhancement Through Optimized Operation of ... · Energy Loss : City Driving Engine Loss 76% Engine Standby 8% Driveline Losses 3% Driveline Aero 3% Rolling 4% Braking 6% Fuel