Power System Impacts from Large Scale Deployment of EV The MERGE project – João A. Peças Lopes
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Transcript of Power System Impacts from Large Scale Deployment of EV The MERGE project – João A. Peças Lopes
Frankfurt (Germany), 6-9 June 2011
Power System Impacts from Large Scale Deployment of EV -The MERGE project –
João A. Peças Lopes([email protected])
Frankfurt (Germany), 6-9 June 2011
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.
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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
Frankfurt (Germany), 6-9 June 2011
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)
EV - Charge ModeEV - Freq. Control
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)
EV - Charge ModeEV - Freq. Control
Reserve Primary Reserve - Frequency Control with EV
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Frankfurt (Germany), 6-9 June 2011
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.)
With participation of EVWithout participation of EV
0 100 200 300 400 500 600 700 800 900-3000
-2000
-1000
0
1000
2000
3000
Time (s)
AC
E (
MW
)
With participation of EVWithout participation of EV
Secondary Reserve - AGC Operation with EV
16
Frankfurt (Germany), 6-9 June 2011
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/