day 1: smart grids table 2: regulatory challenges and ... · vehicle to grid (v2g) enhanced...
TRANSCRIPT
Miguel Brito
FCUL
DAY 1: SMART GRIDS
TABLE 2: REGULATORY CHALLENGES AND BUSINESS OPPORTUNITIES ASSOCIATED WITH THE DIGITIZATION PROCESS, DEMAND SIDE RESPONSE
(DSR) AND RES INTEGRATION
INTERNATIONAL SUMMER SCHOOL
“SMART GRIDS AND SMART CITIES”
Barcelona, 6-8 June 2017
Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety
Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.
Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.
2km electrified transportation corridor for heavy trucks in Gävleborg (Sweden)
Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.
Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.
Flexible solution with hybrid vehicles (disconnects for overtaking or when moving to other roads)
‘High’ efficiency charging (lower than when plugged in the carport!)
Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.
Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.
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Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.
Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.
Especially applicable to fixed route vehicles (e.g. buses)
1min opportunity charge at 40kW extends the range in 1km
Lower SOC range due to frequent charging > increased lifetime
Smaller battery > lightweight > lower consumption
Lower charging efficiency, offsetting battery size benefit
Plugin buses charge overnight whilst dynamic charging >50% during daytime
On-board supercapacitor, to protect battery from transient pulses
Wider and more expensive infrastructure (5-10x more chargers)
Korea Advanced Institute of Science and Technology
Project Start year Location Efficiency Power (kW)
Bus projects in Italy 2003 Turin, Italy 90% 60
KAIST On-Line Electric Vehicle
(OLEV)2009 South Korea 72–83% 6–100
Bombardier PRIMOVE IPT for
Electric Buses2010 Germany, Belgium >90% 40–200
Chattanooga Area Regional
Transportation Authority (CARTA)
2011United States
(TN)90% 60
Wireless Advanced Vehicle
Electrification (WAVE)
2012United States
(UT, CA, TX, MD)90% 25–50
ZTE Corporation projects
2014China (various
cities)90% 30–60
DWC infrastructure costs:
1.5M$/lane/km including
road retrofitting (50%)
WPT electronics (40%)
grid connection (10%)
DWC is (assumed to be) determined by light duty vehicles due to higher consumption
Optimization:
vehicles with 40km range
(6 kWh batteries)
50kW in-motion charging
on 12% of paved roadways
(capital investment 725b€)
BJ Limb et al, Emerging Technologies: Wireless Power Transfer (WoW), 2016 IEEE PELS Workshop on
30% penetration rate required
for acceptable societal cost
Transition might require hybrid
vehicles/charging solutions
Bi, Z., De Kleine, R. and Keoleian, G. A. (2017. Journal of Industrial Ecology, 21: 344–355. doi:10.1111/jiec.12419
Life cycle analysis
Vehicle to grid (V2G)
Enhanced flexibility for management of system energy
Large penetration of (smart charging) EV reduces the relevance of this
flexibility (if all cars stop charging together the available power surge can face any change
in variable renewables)
Increased cycles reduce battery lifetime (issue if driver owns battery)
Stationary WPT not suitable (but not impossible) for V2G
Battery swapping assumes on-road power stations with interesting
business model for centralized large scale energy storage and grid
ancillary services