electrified transportation as a power grid resource itec ieee electrified... · electrified...

Electrified Transportation as a Power Grid Resource

Katherine McKenzie Hawaii Natural Energy Institute, University of Hawaii at Manoa

E-mail: kamckenz@hawaii.edu

Richard Raustad Florida Solar Energy Center, University of Central Florida

Andrew Meintz

National Renewable Energy Laboratory

Haukur (Hawk) Asgeirsson DTE Energy (Retired)

Panel Presentations at:

IEEE Transportation Electrification Conference and Expo, iTEC

June 2016

The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation’s University Transportation Centers Program in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof.

iTEC IEEE Dearborn Michigan, June 29, 2016

Katherine McKenzie Hawaii Natural Energy Institute University of Hawaii at Manoa

Interaction of EVs In a High Renewables Island Grid

hawaiiindependent.net

Hawaii Natural Energy Institute

• At the University of Hawaii Manoa

• Established by the Legislature in 2007

• HNEI leads many significant public-private partnerships

focused on the development, testing & evaluation of

emerging energy technologies to reduce Hawaii’s

dependence on fossil fuels

Programs:

o Alternate fuels

o Renewable generation

o Fuel cells & batteries

o Energy efficiency &

Transportation

o Grid Integration

1) Renewable

Portfolio

standards

•30% by 2020

•40% by 2030

•70% by 2040

•100% by 2045

Objectives

2) Straighten the Duck Curve

HNEI is partnering with the Florida Solar Energy

Center on a US DOT program to transform the

country’s transportation network into a fully

integrated ‘smart’ EV deployment coupled with a

‘smart’ electric grid.

HNEI’s focus is the technical and economic

benefits and challenges of EVs on an electric grid

characterized by high penetration of intermittent

renewable energy.

Electric Vehicle Transportation Center

(EVTC)

EV Integration on the Grid

Hawaii Today

• All fossil fuels imported

• 77% of electricity is fossil

• Electricity costs over time

follow oil cost

• Highest electricity rates in

the US at $0.28 per kWh

• Renewable produced 23%

electricity

Jet Fuel 34%

Electricity 32%

Petrol/Marine Fuel 27%

Other 7%

Petroleum use in Hawaii

Hawaii’s Electric Rates Track Oil Prices

Source: US DOE online “eGallon”

Source: US DOE eGallon (May 2016)

Even with the low price of oil…

Why Hawaii for EV/Grid Integration?

Wind and Solar Resources High day-to-day variation

Wind Solar

Day in the year Day in the year

Pathway to a Renewable Energy Future

• Develop models to evaluate future changes to Hawaii

energy systems

• Identify strategies to maximize use of renewable

generation

• Estimate costs and impacts to state economy.

Use quantitative analysis to inform policy.

• GE Multi Area Production Simulation (GE MAPS) was

used for power grid simulation; fuel use, reduction in

wind and solar curtailment

• Potential, cost effective pathways to 40% wind plus

solar identified

• “Advanced” mitigations needed for higher penetrations

Data &

Scenarios

Dispatch &

HNEI-GE Modeling

Hawaii’s Renewable Portfolio Standards

• 30% by 2020

• 40% by 2030

• 70% by 2040??

• 100% by 2045??

24 Hour Load Profile with High Renewable Penetration

Leads to

curtailment

• Reduce renewable energy output

Option – curtailment

• Increase utility load midday

Option – charge electric EVs midday

• Decrease utility load at peak

Option – reduce EV charging at peak

Teach the Duck to Fly*

*Lazar, J. (2016). Teaching the “Duck” to Fly, Second Edition. Montpelier, VT: The Regulatory

Assistance Project.

Available at: http://www.raponline.org/document/download/id/7956

Analysis Assumptions

• Average plug-in EV uses 30 kWh/100mi

• 11,000 miles traveled per year

• Over 130,000 EVs on Oahu by 2045, and 260,000 with

EIA high oil price (~ 22% of passenger vehicles on

*Update to Factors Affecting EV Adoption: A Literature Review and

EV Forecast for Hawaii, Coffman, M., Bernstein , P. & Wee, S., (2015)

Reduce Curtailment Using EV Charging

Profile 1: 30% daytime, 70% at night

Perfect Tracking

Possible EV Charging Profiles

Uniform Charging

Profile 2: Same as Profile 1, but 0% Peak

Reduction in Curtailed Energy Resulting from EV

Charging

Base Case 1500W/100S

Reduction in Curtailed Energy by Base Case: Percent Used

by EV Fleet

Uniform Charging

Perfect Tracking

Profile 1

Profile 2

Progress in EV Mileage On Oahu

2012 2016 Scenario 2020 Scenario

Conclusions

• Hawaii presents a “Post Card from the Future”

• EVs do not reduce curtailment as much as expected,

especially wind

• Need midday/workplace charging on Oahu

Acknowledgement: work performed under the Electric Vehicle

Transportation Center and funded under a subaward from the

Florida Solar Energy Center, through a grant from the U.S.

Department of Transportation

Thank You

For more information:

Katherine McKenzie

kamckenz@hawaii.edu

www.hnei.hawaii.edu

EV Workplace ChargingPower Demand … the hidden secret

Richard A. RaustadFlorida Solar Energy Center

Workplace Charging Considerations

• Charging rate required for employees

• First cost of equipment

• Fee or non-fee based

• Impact on building energy/demand

EV ChargersElectrical Ratings

• AC Level 1 : 120 VAC, 1.9 kW

• AC Level 2 : 240 VAC, 19.2 kW

AC Level 1

Typically 1.3 kW

AC Level 2

Typically 6 kW

EV ChargersElectrical Ratings

• DC Level 1 : 500 VDC, 40 kW• DC Level 2 : 500 VDC, 100 kW

Kia, Nissan, Mitsubishi,Subaru, Toyota

Audi, BMW, Chrysler, Daimler, Ford, GM, Porsche, Volkswagen

CHAdeMO SAE Combo

Equipment Costs5

1 Agenbroad, J., Holland, B., “Pulling Back the Veil on EV Charging Station Cost”,Rocky Mountain Institute, April 2014.

2 Includes permitting

Operating Costs6

1 AC Level 2: 6 kW, DC Level 2: 30 kW avg., $11/kW, 12 months/year (MI: $22/kW)2 35 mi, 3.5 mi/kWh, $0.12/kWh, $0/kW (residential or non-demand electric rate)3 9 hours @ 6 kW, 5 days/week, 50 weeks, $0.06/kWh (commercial electric rate)4 1 hour @ 16 kW avg., 9 times per day, 5 days/week, 50 weeks, $0.06/kWh (comm.)

Charger

Recurring Costs

Energy(sessions) Demand1

AC Level 1 $3002

(250) $0

AC Level 2 $8103

(750) $792

DC Level 2 $2,1604

(2250) $3,960

(1 EV)

(6 EV’s)

(18 EV’s)

$300 /EV/yr

$340 /EV/yr

$267 /EV/yr

Charger Selection7

What type of charger is appropriate for workplace charging?

AC Level 1 (slow):9 hours ≈ 30 miles

fast moderate

EV Workplace ChargingPower Demand … the hidden secret

• Impact on Building Electrical Demand

• Demand Limiting Strategies

Illustrated by case study

FSEC Building Information9

- 70,000 ft2 - 2 workplace chargers (12 kW)- 200 tons chiller capacity - 2 public Level 2 (12 kW)- 90 employees - 1 public DC Fast charger (45 kW)

- 5 ½ PEV’s ( 5 Leaf, 1 Volt)

Building Demand Impact Example10

Charger Impact on Utility CostFeb 6. 2015 – Jun 7, 2016

Normal Building Operation:- 370 kW summer peak- 1,500 MWh/yr- $10,000/mo electric

Controllable Workplace Chargers12

Demand Limiting Strategies

• Scheduling (passive)

• Turn off at peak (active)

• Chiller plant capacity reduction

• Auxilliary power interrupt

• EV as storage medium (V2G)

EVs in the Future – World SalesPlug-in Light Vehicles

Current Research ActivitiesFSEC Facilities Resource Study

Current Research ActivitiesFSEC Charging Station

• Charging Technologies

• Electric Grid Integration

• Environmental Effects

• Transportation Planning

Current Research ActivitiesFSEC EV Laboratory

• Charge vs Discharge

• V2G Applications

• Charging Optimization

• Electrical Demand

Current Research ActivitiesFSEC EV Laboratory - Wireless Charging

Current Research ActivitiesFlorida Turnpike Charging Station Optimization Study

• Infrastructure requirements

• Queueing models

• Siting

Thank You

For More Information:Richard Raustad

rraustad@fsec.ucf.edu

Acknowledgement: work performed under the Electric Vehicle Transportation Center and funded through U.S. Department of

Transportation Federal Grant: DTRT13-G-UTC51

DTE Electric Large General Service Rate21

http://www.dleg.state.mi.us/mpsc/electric/ratebooks/dtee/dtee1curd1throughend.pdf

Impact on Monthly Demand22

- begin efforts to eliminate demand costs due to workplace charging

Impact on Monthly Energy23

Integrating PEVs with Renewables and the Grid

Andrew Meintz

June 29 2016

18kW Solar PEV Parking Lot with 50 kW Fast Charger

NREL Parking Garage with 36 EVSE’s Charge Research and Visiting Vehicles

VTIF provides interior and exterior areas for systems EVGI communications and power exchange

NREL PIX20104

NREL PIX23458

NREL PIX21661

Vehicle Testing and Integration Facility (VTIF)

Source Andrew Meintz

Energy Systems Integration Facility (ESIF)

• 182,500 sq. ft.

• 1-MVA bi-directional grid simulator

• Low Voltage Distribution Bus

• Medium Voltage Outdoor Test Area

• Full Power Hardware in the Loop (PHIL) testing

• Petascale High Performance Computing (HPC)

Research Electrical

Distribution Bus

(REDB)

DC (±500 V)

• 250 A

• 1600 A

AC (600 V)

• 250 A

• 1600 A

Example microgrid

NREL PIX26198

Residential Transformer

(25KVA)

AV EVSE

Leviton EVSE

Siemens EVSE

250kW Load Bank

Utility grid power

NREL Internet

X2 Home Circuit Lighting

Appliances HVAC Systems

Electronics EV Charging

X2 11kW PV Simulator MillBank EVSE Siemens EVSE

ESL Lab

Communication line

Power line

MVOTA: Medium Voltage Outdoor Testing Area SPL: Smart Power Laboratory ESL: Energy Storage Laboratory REDB: Research Electrical Distribution Bus

NREL PIX32467 NREL PIX32467

NREL PIX28198

Electric Vehicle Grid Integration at NREL Vehicles, Renewable Energy, and Buildings Working Together

Vehicle-to-Grid Challenges

Bi-Directional Power Flow

Develop and evaluate integrated V2G systems, which can reduce local peak-power

demands and access grid service value potential

Emergency Backup Power

Explore strategies for enabling the export of vehicle

power to assist in grid outages and disaster-

recovery efforts

Local Power Quality

Leverage charge system power electronics to monitor

and enhance local power quality and grid stability in

scenarios with high penetration of renewables

Managed Charging

Evaluate functionality and value of load management to reduce

charging costs and contribute to standards development

• GE Wattstation in NREL Parking Garage

• Grid2Home EVSE and Gateway with SEP2.0

• Leviton with Modbus

• AV EVSE via Wifi

• Toyota collaboration leverages vehicles and ESIF

• Light and heavy duty wireless charging systems

• Bi-directional fast charge

• Via Motors van with export to loads

• Nissan Leaf with V2H unit for backup

• Mini-E with Univ of Del and NRG

• PGE Utility truck characterization in ESIF

• 2 Smith EV trucks from Ft. Carson microgrid project

• Via Motors van with grid SEP2.0

Life Impacts

Can functionality be added with little or no impact on battery and vehicle performance?

Information Flow and Control

How is information shared and protected within the systems architecture?

Holistic Markets and Opportunities

What role will vehicles play and what value can be created?

• Using BLAST-V for scenario assessment

• Developed data entry and campus connections

• SEAC collaboration on market opportunities report

Achieved

In Process

Managed Charging and Local Power Quality

PEV Charge Management with Renewable Sources

Provide simple interface with least

information necessary to create

managed individual and aggregate

scenarios with status display

RSF = Research Support Facility

NREL PIX21661

On-board Charging Characterization

• Unidirectional control of EVSEs over Modbus using market vehicles:

• 5 to 10 A step-up/down tests to validate dynamic performance

NREL PIX29382

Source NREL, Mithat Kisacikoglu

Unidirectional Charging Characterization

• ~0.56s communication delay using Modbus protocol • Different vehicles respond with different transfer functions • SAE J1772 specifies a 5s maximum response time (from CP change)

Unidirectional Charging Characterization

• Different vehicles respond with different transfer functions • iQ ramp response in this example is ~5.3 A/s • Mini-E ramp response in this example is ~ 1.5 A/s

WPT Grid Integration Testing

• Power quality testing for different grid voltage/frequency, receiver alignment, and battery charging power conditions. • Current harmonics • Battery ripple current • Power factor

• Management with renewable and L2 EVSEs • Three-phase implementation in a microgrid study.

DC Electronic Load

Grid Simulator

Infrastructure Inverter

Transmitter Coil

Receiver Coil

Vehicle Rectifier

0 to 400 VDC

0 to 600VAC @ 85 kHz

200 to 240 VAC 50/60 Hz

0 to 600VAC @ 85 kHz

Source NREL, Andrew Meintz

Bi-directional Power Flow and Emergency Power Back-up

Bi-directional System Component Characterization

• Sharp Energy Storage System: 43 kWh, 30 kW IPC interface

• Via Motors Van - Coritech EVSE:23 kWh, 14.4 kW V2G-V2H

• Nissan Leaf - Nichicon EV Power Station 6kW V2H

• Smith EV Truck-Coritech EVSE: 80 kWh, 60 kW

• Transpower School Bus- Milbank EVSE: 90 kWh, 22.6 kW

• Mini-E – Milbank EVSE: 30kWh ,14.4 kW

• PV System (emulated-22 kW and real-18 kW)

• Residential and commercial loads (125kW AC)

• 30kW Grid Simulator and RTDS system

Smith EV Truck

Sharp Storage

Via Motors Van

Source NREL, Andrew Meintz Source NREL, Mithat Kisacikoglu

Smith EV Truck Sharp Stationary Storage

Nissan Leaf Nichicon V2H

Export Power Using PEVs

• Via Motors Van with Coritech EVSE

• 14.4 kW on-board bidirectional charger

• Series hybrid PHEV with 23 kWh battery

• V2H and V2G capable, SEP 2.0 grid link, Homeplug GREEN PHY

• Single phase 120V/240V up to 60A off-grid power generation

• Nichicon EV Power Station

• 6 kW off-board charging capability

• 120V/240V, total 50A@120V V2H power capability

• Runs with Chademo compatible PEVs (Leaf, Mitsibushi i-

• Switching from grid connected to grid-isolated operation

Via export power port So

EL, Mith

at Kisaciko

240V 120V

Research scope • Analysis of powering real home loads with Nissan Leaf and Via Van w/o grid.

• Evaluating the emergency power capability of EV (Leaf) and PHEV (Via-Van).

• Integrating emulated/real solar PV systems with V2H to extend the emergency power duration.

• Investigating microgrid operation of vehicles to power several houses.

Leaf-Nichicon power export

Emergency Power Backup

NREL PIX32681

NREL PIX32465

PV Generation

Home Loads

Relay Box

EVPS AC/DC

Nissan Leaf

HVAC Water Heater Dryer Stove Refrigerator Washer Dishwasher Lights Television

On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58

Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24

Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56

Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16

NREL PIX32681

NREL PIX32465

PV Generation

Home Loads

Relay Box

EVPS AC/DC

Nissan Leaf

On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58

Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24

Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56

Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16

NREL PIX32681

NREL PIX32465

PV Generation

Home Loads

Relay Box

EVPS AC/DC

Nissan Leaf

On Time (Min) 56.6 37.17 65.52 1.12 122.12 45.50 55.50 24.35 20.58

Energy (Wh) 1136.91 3519.60 3014.62 23.16 254.10 204.54 675.98 213.61 37.24

Avg. Power (W) 1205.20 5681.87 2760.78 1244.40 124.85 269.72 730.79 526.36 108.56

Peak Power (W) 4849.15 5776.56 6156.19 1293.11 351.61 1244.24 1033.68 550.13 112.16

Modeling and Testing of Microgrid

Power hardware in the loop testing

Grid Modernization Efforts

• Funding for research at National Labs to define and develop integrated systems supporting Grid Modernization Initiative objectives

• EERE Solar, Wind, Buildings, Vehicles, Fuel Cells program supporting along with Office of Electricity

• Proposals are intended to be multi-year and include collaboration across multiple labs

• Category 1 – Foundational efforts; cross-cutting

• Category 2 – Program-specific technologies with interfaces to Category 1 activities

Grid Modernization Lab Call Overview

Multi-Lab EV Smart Grid Working Group delivers guidance report to DOE - May, 2015

Multi-Lab EV Smart Grid Working Group DOE Vehicle Technologies Office

Vehicle to Building Integration Pathway

Description

• Enable workplace charging and promote broader PEV adoption through the development and demonstration of an interoperable communication pathway and control system architecture that connects

[1] Plug-in Electric Vehicles (PEVs)

[2] PEV drivers

[3] Electric Vehicle Support Equipment (EVSE)

[4] Building Energy Management System (BEMS)

in order to create value for all parties.

• Demonstrate scalable communications and control system will enable managed energy use between dissimilar grid-connected devices that will mitigate demand charges.

• Establish a physical platform to develop and test the technical requirements needed for standards development and interoperability.

Participating labs (lead lab first): PNNL, ANL, INL, LBNL, NREL Partners: AeroVironment, Bonneville Power Administration, University of Delaware, DTE Energy, California Energy Commission

Funding: $3.4M over three years

INV PEV

Driver

Load Load

Systems Research Supporting Standards and Interoperability

Description

• Develop a distributed vehicle/grid integration platform to determine the feasibility of PEVs providing grid services and renewable energy integration without negatively impacting the PEV customer experience

• Perform distribution-level hardware-in-the-loop demonstrations involving a variety of vehicles and other distributed energy resources at numerous facilities

• Trial multiple communications pathways to accelerate standards development and understand how to prioritize the needs of the PEV customer, facility, third-party aggregator, and grid operator in multiple use cases

Participating labs (lead lab first): INL, ANL, LBNL, NREL, ORNL, PNNL

Partners: Bonneville Power Administration, DTE Energy, Eversource, University of Delaware, Siemens, California Energy Commission, USDRIVE Grid Interaction Technical Team

Aggregator

Grid Ops

Modeling and Control Software to Support V2G Integration

Description:

Develop advanced modeling and simulation tools to:

1. Understand how much renewables integration is enabled by vehicles, and developing operational frameworks so clean vehicles enable a clean grid.

2. Understand the value available for vehicles to serve as a grid resource under different VGI approaches.

3. Provide tools and understanding to guide effective decision-making on VGI pathways for all stakeholders.

Participating labs (lead lab first): LBNL, ANL, INL, NREL, ORNL, PNNL

Partners: Bonneville Power Administration, California Energy Commission

Road network (mobility)

EV Charging / Availability

Grid network

Simulations & data to quantitatively understand interactions and opportunities

between mobility & grid networks

Questions: Andrew Meintz,

andrew.meintz@nrel.gov

Energy Benefits from Vehicles, Buildings, and Renewables Working Together

Managing EV Load

Workplace Charging Project

Utility Perspective

Hawk Asgeirsson, Manager Power Systems Technologies (Retired)

June 29, 2016

DTE Energy is an Integrated Energy

Company

Agenda

• Why manage EV load?

• Local level

• System level

• Renewable variability

• Workplace charging

• Interoperability & standards

Day High Temp Low Temp Avg. Temp

1 87 65 76 2 93 65 79 3 93 71 82

Residential Distribution Circuit Load Graph

Summer 2012 high temperature days

Residential Experimental PEV Rate

• PEV rate approved in August 2010 – 2,500 limit

• Choice of two Experimental Electric Vehicle Rate

options:

• Option 1- Time of Use Rate

• Option 2 - A Flat Rate (250 customer cap)

• Both options required a separately meter service

• An incentive up to $2,500 was offered to offset the

purchase and installation costs for a Level 2 EVSE

$40 per month + applicable surcharges

and taxes.

Option 2: Flat Rate Option

Option1: Time of Use Rate Option

Time of Use Rate

On-Peak: $0.18195 kWh* Off-Peak: $0.07695 kWh*

On-Peak: All kWh used between 9am and 11pm Monday- Friday Off-Peak: All other kWh used.

*Prices do not include applicable surcharges and taxes

Time of day

Residential Charging - Pilot PEV Rate

Average Demand - TOU vs Flat Rate

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

Flat TOD

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

Flat TOD

Date: August 1-3 Wed-Fri

Day High Temp Low Temp Avg. Temp

1 87 65 76 2 93 65 79 3 93 71 82

Distribution circuit load graphs

Summer 2012 high temperature days

8/1/12

8/2/12

8/3/12

Typical system summer load curve – how to

manage morning ramp rate with workplace

chargers

California - SDG&E System Load

Wind production is variable

10/2/2013 0:00 10/3/2013 0:00 10/4/2013 0:00 10/5/2013 0:00 10/6/2013 0:00 10/7/2013 0:00 10/8/2013 0:00 10/9/2013 0:00 10/10/2013 0:00

DTE Energy Wind Park Total MW

Workplace Smart Charging Project - DOE

Funded

• Install 24 charging stations in the DTE Energy HQ parking deck

• Utilize DTE’s Tropos mesh network to communicate with head end software

• Upgraded existing infrastructure to support increased load from EVSEs

• Utility service was not upgraded – New LED lighting installed

Delta’s “smart grid-capable” Level-2 EVSE

• Bi-directional communications between

EVSE and energy service providers

• Revenue-grade metering

• Advanced metering infrastructure

(AMI)/Ethernet/power line

communications (PLC)/Wi-

Fi/cellular/ZigBee interface capable

• Interface capable with in-home displays

and home energy management systems

• Utility communication messaging

• Controls including direct load control at

fixed percentage of EV load reduction,

remote disconnect, etc.

• Zigbee bi-directional communication

• 0.5% accuracy in operation range

• Zigbee interface to AMI meter / wi-fi

• Display and control through Home Energy

Management System (HEMS) user

interface

• Smart Energy Profile (SEP) 1.1

(Time synchronization, DRLC, Price information)

• Charging current control through J1772

interface

Workplace Charging

DOE Project Task #1:

Workplace Charging EVSE Installations, 24 units

Includes the build and installation of 24 units of

the EVSE, for installation and evaluation at DTEs

downtown Detroit site

DOE Project Task #2

Monitoring and Network Software Installation.

This includes monitoring and evaluation of the

EVSE performance in various scenarios

anticipated by power company management,

using the smart grid functions of the EVSEs, and

network management software installed for this

purpose.

• 24 units are in operation

• Software Installed:

• Demand Response

• Real-time monitoring

• Charge Profiling

• Data History

Infrastructure Upgrades

• 50kVA Transformer

upgraded to 225 kVA

• Main breaker upgraded to

600 Amp

• 480/208 Volt transformer

• Upgraded existing service

panel and added second

service panel and bus

• Utility service was not

upgraded – New LED

lighting installed

Service Panel 1 Service

Panel 2

225 kVA Transformer

Comm Panel

EVSE Site

Total of 24 EVSEs

Four or five EVSEs around each column

EVSE Site

Photo of the 2nd generation EVSE Prototype installed and under field trial at DTE's parking garage in downtown Detroit, MI.

Guests viewing charging of Daimler Smart EV at the October 2014 demonstration event.

Network Architecture

WiFi AP for

DTE Energy

Tropos Mesh

Radio System

Tropos

CAT5e Ethernet

SMS @ DTE

Control Room

DTE Energy DR-SOC (DERMS)

Sensors, Switches, Capacitors, Regulators

MDMS OMS

DR-SOC

SOLAR BATTERY PEV

Enterprise Integration

SCADA / Field Networks

Field Communication Network

or cellular

Master

Site Management System

Charger Status

Charger Details

• Power Profile display in

24 hr overview and close

up view.

• Orange trace – max

power setting

• Blue trace – real-time

• Any profile curve can be

entered into software

Charger Power Profile

Control Strategy - Based on Power Command Profile, distribute available

capacity equally to those EVSEs in charging

Charger Power Profile

DTE Energy – OnStar Demonstration

• From DTE HQ, uploaded DTE Energy PEV rate schedule to Volts through OnStar telematics

OEM Central Server Proof of Concept

EPRI-Utility-Auto Demonstration

• Use Case 1 is the B2B internet

connection

– From the Utility Demand Response

Management System to the Central

Server utilizing the OpenADR 2b

protocol.

– Implements DR Events and TOU

Rate Tariff Schedules

communicated via the B2B internet

connection to the Central Server to

the individual OEM servers to the

AT SMUD LOCATION

Internet

VTO Systems Research Supporting Standards and Interoperability

• Vehicle to Building Integration Pathway

• Systems Research Supporting Standards and Interoperability

• Modeling and Control Software to Support V2G Integration

• Diagnostic Security Modules for Electric Vehicles to Building Integration

Multi-Lab EV Smart Grid Working Group

electrified transportation as a power grid resource itec ieee electrified... · electrified...

Documents

overview of nasa electrified...nasa starc-abl nasa n3-x |...

designing an electrified vehicle

ontario smart grid forum - ieso.ca · electric vehicles and...

2 structure of electrified interface

electrified interfaces

ge transportation: off-grid telecom base station

smart cities: intelligent transportation and smart grid...

emerald cities collaborative the building electrification...

power electronics & electrified automobiles

catalog price list · door loops power transfer hinges page...

from deceit to transformation - u.s. pirg national... ·...

electrified bike engine - eee project

electrified vehicles in turkish market

ge transportation no grid telecom base station energy...

joe heinzmann altairnano grid stability and transportation...

electrified vehicles for personal transportation, the...

electrified islands

evolving role of mini-grid projects in india...stand alone...

electrified power for urban transit

electrified access control hardware training · electrified...