Challenges and Opportunities with Vehicle Fast Charging

Challenges and Opportunities withVehicle Fast Charging

Thomas WallnerManager, Advanced Mobility andGrid Integration Technology Research

May 18, 2020

UIC Workshops on Beneficial Electrification of Transportation

WHO WE ARE

Argonne is a Member of U.S. DOE’sNational Laboratory Complex

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AVTC Student Competitions• EcoCAR Mobility Challenge• Advanced Powertrain, ADAS

Innovation, STEM Outreach

Vehicle and Mobility Systems• Vehicle PT Energy & Controls • Transportation System Models, ABM

Advanced Mobility Technology Laboratory • EEMS Technology Assessment, CAVs• Vehicle, Component, System Evaluations

EV-Smart Grid Interoperability• Vehicle - EVSE – Grid Interactions• Hardware, Software, Communication Prototyping

Basic & Applied Combustion• LD/HD Fundamental Research• Fuels and Aftertreatment• Adv. Photon Source Fuel Spray

Multi-Physics Computation• CFD Engine Combustion• Exascale Computational Modeling

Argonne’s Center for Transportation Research

Advanced Mobility and Grid Integration Technology Research

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Breath of R&D at the SMART ENERGY PLAZA

Vehicle-grid integration Open source approach to benefit both customers and providers

Test requirements and procedures for high power chargingInteroperability, cybersecurity and safety

Enabling technologies and toolsHardware and software for charging and integration with buildingsDiagnostic test equipment

Real-time power flow visualization

Diagnostic EV Adaptor (DEVA)

Low cost sub-meter (EUMD)

LIGHT-DUTY VEHICLE ELECTRIFICATION

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LD PEV Sales Trends

* Boyd, S. ‘Batteries and Electrification R&D Overview’. 2019.* USDRIVE ‘Summary Report on EVs at Scale and the U.S. Electric Power System’. 2019.

Significant reductions in EV battery system costs Wide range of future EV sales scenarios driven

by systems cost reductions, total cost of ownership, incentives and policies

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LD EV Battery Capacity/DCFC Trends

Audi E-TRON

BMW i3Chevrolet BoltHonda Clairty

Honda Ioniq EVHyundai Kona EV

Jaguar I-PACE

Kia SOUL EV

Kia Niro EV

Nissan Leaf

Nissan Leaf Plus

Tesla Model 3

Tesla Model STesla Model X

Volkswagen e-GOLF

Porsche Taycan

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50

100

150

200

250

300

20 30 40 50 60 70 80 90 100 110Pe

ak C

harg

ing

Pow

er [k

W]

Battery Capacity [kWh]

Declining battery system costs contribute to a trend of increasing PEV battery capacities translating to longer EV range

Increasing battery capacities drive the need to increased charging power to achieve fastcharging times

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Nominal versus actual charging characteristics

Actual charging rates depend on a range of factors including vehicle and EVSE type, vehicle SOC, temperatures

Nominal peak charging rates only achieved under ideal conditions

Actual DCFC charge duration more important than nominal peak charging power rate

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20

30

40

50

60

70

80

90

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20 30 40 50 60 70 80 90 100

Char

ging

Pow

er [k

W]

Battery SOC [%]

Tesla Model 3

Nissan Leaf E Plus

Chevrolet Bolt

MEDIUM / HEAVY-DUTYVEHICLE ELECTRIFICATION

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MD/HD Electrification Opportunities

Challenges with MD/HD Electrification Weight…added component mass; GWR road limits

Exemptions for Class 8 electric trucks(82k lbs vs 80k lbs present highway limit)

Technology readiness Charging infrastructure Cost Regional haul (<300 mile radius) Limited operating radius Dedicated charging infrastructure Transit buses Scheduled operation Opportunity charging

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Trends for MD/HD Battery Electric Vehicles

500V-1000V battery voltage; up to 1500V future Up to 1000 kWh battery packs for maximum

range Range: 300 or 500 miles Energy Consumption: Less than 2 kWh per

mile (application dependent) Fuel Savings: $200,000+ (fuel-price dependent)

Electric or Hybrid-Electric HeavyVehicle

1 MW+ Wireless or Wired Power Transfer

Charging time

20-30mins

Power levels

> 1MW

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Challenges with MW+ Charging Levels

High currents require large wire sizes and large amounts of copper Active cable cooling requirements Mechanical stress on adjacent connectors Weight of cable/connectors (potentially requiring automated couplers) Large footprint, weight and cost of required power electronics (for multi-port systems) Multi-port MD/HD truck charging coordinates many vehicles at one location, limited to

maximum available grid resources with local storage

GRID INTEGRATION OPPORTUNITIES

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Vehicle to Home/Grid Connection

Bi-directional electricity feed between vehicle and charger widely discussed Increased charge/discharge cycles (reducing total batt lifetime useable for driving) Currently only commercially available by one manufacturer Vehicle to Home Use vehicle battery for power backup Minimize energy costs Support the adoption of renewable energy Balance the demand on the grid Vehicle to Grid Provide grid services Benefit from utility incentives

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Grid Storage 480V500kVAXFMR

13.2kV Feed

P1480VAC

P2480VAC

360VDC

240VAC

480VAC

120/208VAC

15 kW grid-connected Inverters

Building loads

4-Quadrant Power Amp

170 kW 2-channel DC Sink/Source

BMW i3 Pack

Non-micro-grid

480VAC

400AMicro-grid

Switch

VFR Heat Pumps

120/208V30 kVAXFMR

P3

P4240VAC

12 x 6.6 kW50 kW200 kW 2 x 20 kW

30 kW3-Port

Inverters

P5240VAC

200APanel

300APanel

P6240VAC

200A

V2B

200A

SmartEnergy Plaza

ELECTRIC VEHICLE FAST CHARGER

600APanel

200APanel

400APanel

240V75kVAXFMR

100APanel

Real-TimeSimulator

120/208V50kVAXFMR

Common Integration Platform

2 x 400 kW

1 MW 30 min

480V2000kVA

XFMR

Dedicated, stationary batteries tolimit grid impact of (fast) charging

Trade-off between high (but projected to decline rapidly) installation cost and demand charges

Potential avenue for second life useof vehicle batteries

* Cole, W., Frazier, W ‘Cost Projections for Utility-Scale Battery Storage’ NREL/TP-6A20-73222. 2019.

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DC as-a-Service (DCaaS)

Business case for utility owned power conversion, distribution, and storage investments, directly selling DC power

Medium voltage AC-to-DC Converter Fixed or regulated DC XFC site distribution

Potential benefits Reduced total cost of ownership (demand charges) Enable innovative business models Improve efficiency/reduce losses Reduce equipment footprint More flexible and easier to expand New capabilities for grid integration

* Collins, W. ‘DC as-a-Service” DOE and SPN’ Infrastructure Working Council. 2019.

Representative Protocols:- Energy System Interface (ESI role?)- OpenADR (utility side)- DNP3 (utility side)- MESA (energy storage, PV, metering)- Open Charge Point Protocol (OCPP)- ISO15118 (EVSE-EV link only)- Sunspec (IEEE 2030.5, SEP2)- EE Bus (building energy management)

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“Ebay for Energy” Transactive Coordination Framework

Coordinate and fairly dispatch charging limits during time of congestion

Maintains system revenue neutrality; includes rebate system to incentivize driver flexibility

Bidding is based on urgency and budget

EV Agents

BEMS/Aggregator

Pricing InfoBidding 1

Pricing Info 2

3

Dispatch 4

Pricing Authority

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Summary Growth in vehicle battery capacity drives increasing (peak) charging needs to

maintain relatively short fast charging times

Charging power characteristics vary greatly depending on vehicle, EVSE, ambient conditions etc.

MD/HD electrification expanding rapidly starting from “beachhead” applications (transit, package delivery, drayage) into regional and long-haul

Opportunities to mitigate EV charging grid impacts and leverage into grid services

Institutional support to government agencies, utilities, OEMs, and regulators is a key and growing area in the DOE Grid Modernization Laboratory Consortium ‘Grid Modernization Multi-Year Program Plan’*

* https://www.energy.gov/sites/prod/files/2016/01/f28/Grid%20Modernization%20Multi-Year%20Program%20Plan.pdf

Challenges and Opportunities withVehicle Fast Charging

Thomas WallnerManager, Advanced Mobility andGrid Integration Technology Research

May 18, 2020

UIC Workshops on Beneficial Electrification of Transportation