EcoCAR 3 - Innovation: Vehicle-to-Grid

Colorado State University Mechanical Engineering

Senior Practicum Projects Program

Members: Reece Bolin Rick Brooks Jacob Collier

Roger Patterson Nick Schott

Xinzhe (Kevin) Cao

Date: September 14, 2017

Team Member Signatures:

Faculty Advisor Signature:

Table of Contents:

Content Page Number

Introduction and Background Page 2

Problem Statement Page 2

Goals and Objectives Page 5

Requirements Page 7

Design Evaluation Page 11

Management Plan Page 12

Conclusion Page 13

Budget Request Page 13

Preliminary Value Stream Map Page 15

Appendix I Page 17

References Page 19

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Introduction and Background

The production of electric and hybrid-electric vehicles is growing exponentially and engineers are faced with the task of using energy more efficiently to provide benefits and incentives to consumers and assist with the migration to renewable energy sources. The proposed innovation topic of a vehicle to grid (V2G) system will help work toward achieving the goals of EcoCAR 3 to reduce environmental impact by promoting renewable energy usage while improving the vehicle's overall utility.

The current U.S. energy grid is not efficiently structured to deal with spikes in energy loads. To fully utilize the power generated by renewable energy sources the energy must be stored. A vehicle to grid system allows electric and hybrid vehicle batteries to be this storage system. The energy stored in the vehicle can then be used when needed instead of only when its generated.

The implications of this research extend far beyond the automotive industry. This technology acts as a supplementary energy storage system that helps stabilize the U.S. electrical power grid and enables larger usage of renewable energy sources. This in turn will reduce U.S. dependence on foreign oil, reduce global greenhouse gas emissions, and help manage the national power grids.

Problem Statement

V2G is not just a unique and innovative topic for the EcoCAR 3 competition, it is necessary research that will ultimately play a large role in the future success of electric vehicles (EV) and plug-in hybrid electric vehicles (PHEV) in the automotive marketplace. V2G embodies the concept that a vehicle can operate as more than a transportation device, the vehicle is also an auxiliary energy storage system (ESS) for the AC power grid. There are a number of potential benefits of the technology to multiple stakeholders including, customers that purchase EVs and PHEVs, power and utility companies, and automotive manufacturers.

1. Consumers a. Vehicle to grid applications allow consumers to use their vehicle's battery as a

energy storage system from the grid when power rates are low or when renewable resources are available.

b. Bi-directional charging gives consumers the ability to use their car as an electric generator, providing necessary power when there is a power outage on the grid.

c. Electricity consumers and EV consumers will also benefit from participating in a V2G system. These consumers will have the ability to sell energy back to the grid during peak hours thus providing a return on investment.

d. In addition to V2G, a vehicle-to-home (V2H) system is where the consumer will find the most appeal. A key selling point of a V2H system is the ability to power a home during an electrical outage without the purchase of a generator. The V2H system could essentially act as a mobile backup power storage.

2. Electric companies will find V2G technology appealing because as V2G becomes more

widespread, homes will be able to become energy self sufficient providing the

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opportunity for the power grid to purchase cheap power in times of high power demand or during outages. The added support the power grid will obtain will result in more stability at no cost to the electric company.

a. Currently power companies face several issues with delivering electricity at a consistent rate and price. This is due to the unpredictable nature of power demand. The system is currently designed to increase energy supply when the demand is high. A large scale implementation of V2G systems would be able to store energy for power companies, thus alleviating the cyclical nature of power transmission during peak hours. Power companies would benefit from this by letting the consumer store a portion of the energy they were planning on using.

3. Vehicle manufacturers will see V2G or V2H (vehicle to home) technology as a selling

point for their products. Vehicles will gain utility with power supply capabilities and manufacturers will be able to advertise their products as an investment that will pay back and a tool in emergency situations.

a. EV production is expected to increase exponentially over the next few decades along with improvements in battery life and energy storage systems. Vehicle manufacturers will soon be implementing battery systems with higher storage potential, greater efficiency, and longer life. This will allow them to advertise their cars as both a tool for energy storage and as a return on investment. Vehicle manufacturers with the best battery systems will be in a better marketing position than the competition.

Figure (1) shows a simplified system interaction and directional power flow between

renewable energy sources, traditional power plants, the power grid, consumers home and the CSU Vehicle Innovation Team’s electrified Chevrolet Camaro.

This technology must be utilized now to take advantage of the rise in EV and PHEV production and to fully utilize current renewable energy generation methods.

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Figure 1: Basic V2G and V2H System Diagram

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Goals and Objectives

The CSU Vehicle Innovation Team’s primary goal is to make the CSU Chevrolet Camaro a DC fast charging Plug-in Hybrid Electric Vehicle (PHEV) that is Vehicle-to-Grid (V2G) capable, meaning it can transmit power bi-directionally between the electrical power grid and the vehicle's onboard 12.6 kWh Energy Storage System (ESS).

In addition to V2G capability the CSU Vehicle Innovation Team is proposing to incorporate Vehicle-to-Home (V2H), another emerging trend in expanding research areas of connected vehicle systems. The team will integrate an on-board 120 VAC outlet that could be used to provide power to typical household products if away from home or during a power outage. The vehicle’s ESS could provide backup electrical power in emergency situations in addition to giving consumers the freedom to take power with them anywhere, increasing utility and adding features not seen in traditional vehicles. (See appendix Fig (2) & (3) for comparison between current system and proposed system upgrades)

Objective Priority Rating (1-5)

Method of Measurement

Objective Direction

Target

Command power bi-directionally charge

5 Primary method via CAN signals (can command via motohawk to discharge) PA2203A IntergraVision Power Analyzer used to measure input and output voltage, amperage, and power across charger NREL V2G Test Procedures used as comparison and methodology

Maximize power transfer bi-directionally Minimize operating temperature

Bi-directional power range for both charge and discharge 3.3kW-13.6kW (A123 7x15s2p charge and discharge voltage ranges from 263V-378V with max charge at 40A, max discharge at 120A) Max operating temperature of 50°C.

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Ability to AC Charge Vehicle Battery

5 Primary method via CAN signals to measure cell storage PA2203A IntergraVision Power Analyzer used to measure battery input power, voltage, amperage

Maximize power delivery while minimizing charge time Maximize cell balancing during charging

AC charging between 3.3-13 kW (Level 1 & Level 2) New charger must be able to AC charge from 20-80% SOC within 4-6 hrs

Discharge Vehicle Battery to Grid

5 Primary method via CAN signals Motohawk used to discharge PA2203A IntergraVision Power Analyzer used to measure battery output power, voltage, amperage

Maximize power delivery, maximize delivery efficiency, and minimize discharge time Maximize cell balancing during discharging

New charger must be able to discharge battery between 5-10 kW (Previous charger doesn’t have this capability)

Ability to DC Fast Charge

4 Primary method via CAN signals

PA2203A IntergraVision Power Analyzer used to measure DC amperage

Charge battery from 20% SOC to 80% in less than 2 hrs Charge with an electric output minimum of 50kW

Max DC charge at 40A, 340V, 13.6kW Charge battery from 20% SOC to 80% under 2 hrs

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Charge Port Housing Re-work

4 Customer acceptability survey

Water proofing tests (resistance and intrusion over time) EcoCAR safety inspection

Maximize professional appearance

Maximize customer acceptability

CCS connector CHAdeMO connector SAE J1172 compliant Safe, weatherproof, and shockproof Automatic charging process

Integrate 120V AC Multi-Purpose Outlet

3 Multimeter used to measure AC current and voltage

Appliance testing used to measure functionality Customer acceptability survey

Maximize customer approval

Maximize innovation points

Ability to supply external power to devices Meets SAE J1128 Low Voltage Protocol Safe, weatherproof, and shockproof

Requirements

The CSU Vehicle Innovation Team will face several challenges and limiting constraints this year. The most difficult constraint to meet will be the testing and installation of the bi-directional charger to coordinate with other teams schedules. The Innovation team will need to be prepared for this work due to the fact that the rest of the car is reliant upon the functionality of the charger and ESS.

The goal for requirements testing this year is to incorporate sub-system tests prior to full vehicle integration. This will mean that the Innovation team will need to focus on developing a functional test rig/cart for external use. Planning ahead and eliminating time waste are key requirements that the team will focus on.

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Constraint Method of Measurement Limits

Level 2 Charging Primary method via CAN signals PA2203A IntergraVision Power Analyzer used to measure max voltage, max current, and max power

Max voltage 240V Max charging current 32A Max power 7.68 kW Must meet SAE J1172 standard( Includes shock protection, safe charging in wet conditions, physically isolated connection pins) Connector can only withstand 10,000 mating cycles

Charger communication Primary method via CAN signals Test communication with Motohawk controller

Must be compatible with CAN bus interface Must communicate with A123 Battery Control Module

Thermal (Cooling) for charger

Infrared thermometer gun and stopwatch (Used to test heat transfer over time)

Working temp/humidity ranges -20°C-70°C/20-90% Additional cooling system must fit within trunk and cannot increase current fuel economy

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Trunk space CAD volume measurements Limited to about 11.3 ft^3 total trunk space and must fit overnight bags Must accommodate upgraded High Voltage Junction Box and Thermal (Cooling) for charger Must accommodate bi-directional charger

Discharge load bank/grid simulator

Primary method via CAN signals PA2203A IntergraVision Power Analyzer used to measure amperage out of the battery pack

Spirae Smart Grid at CSU Electric Power Systems Lab Limited to 50 MΩ

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High Voltage Junction Box

EC3 Non-Year specific rules Table 16 (pg 99) Minimum Spacing to Prevent Accidental Contact PA2203A IntegraVision Power Analyzer

Isolation from LV system and vehicle chassis maintained at 500 Ω/V Appropriate wire insulation for rating and environment HV connections must be sealed and finger-proof according to EC3 Non-Year specific Rules Creep/Clearance from NYSR SAE 10.9 min Fasteners

Nema glands, waterproof, bend radius

Charge Port EC3 Non-Year specific rules Table 16 (pg 99) Minimum Spacing to Prevent Accidental Contact

DC charging port (CCS and/or CHAdeMO) HV and LV system isolation Non-conductive material Must be located outside the vehicle and 24-48 in above the ground Noisy chargers below 10% THD

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Design Evaluation/Work Plan The fourth year for the EcoCar 3 team is the most crucial. This is the end year of the competition where all sixteen teams needs to be at 100% of design. Knowing this, The innovation team has built a workable plan that can ensure success for the entire year. There are many different benchmarks and testing that is needed to be done throughout the year which is outlined in the gantt chart in Appendix I. If followed precisely, the team should be able to meet requirements that is needed not only for senior design but for EcoCar 3 team competition. The overall goal for the innovation team is to design and integrate/build a V2G system within a hybrid 2016 Chevy Camaro that works at 100% and is consumer quality. To do this, the team will have a rigorous schedule ahead with design happening within a couple months and having to test and then retest constantly. Since the V2G system works with three other teams, there will have to be a collaboration that would need to meet the schedule requirements for each separate team. Milestones for Innovation team: To meet this goal for year four, the innovation team has many objectives that would need to be met to ensure success. These specific objectives could also be qualitative based on consume biased. Within these guidelines are also specific descriptions and deadlines for each of the goals:

● Choose/purchase V2G charger and equipment (09/29/17): The project depends on the time constraints for the equipment ordering or sponsorship of equipment. Knowing that some of equipment, such as the charger, has four month lead time, this will be the first thing that needs to be done. All team members will need to contribute.

● Reach out to Testing facilities (10/6/17): A V2G system requires a lot of testing. The testing equipment consists of charging stations and smart power grid load banks. This can be done in house, but it is a separate component and would require a testing schedule. This will need to be done by all team members.

● Housing design for ports (11/10/17): The housing for three separate ports including; CHAdeMO, CSS, and 120 volt outlet, needs to be designed while waiting on the delivery of the equipment. This will be done by minimum of two team members.

● Bench Test system built (1/15/18): The charger lead time is around four months, to be optimal with time constraints, a system will already need to be built and tested so that once the charger does arrive, members can start to bench test and optimize as soon as possible. This should be done by the entire group.

● Model Coolant system (11/17/17): Utilizing the certain specifications on optimal working conditions, a certain coolant system will be implemented with the charger that will meet the requirements. This should be done with two members.

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● Design and build new HVJB (12/01/17): The current HVJB is very large and has many wires. Since the charger will be bigger and the rules needs a specific trunk size for an overnight bag. A new box will be designed for size and simplicity. This should be done by at least two team members.

● Bench test subsystem with charger (02/1/17): Bench testing the charger will give initial information and analysis for the team to work around. Using this data allows for variability and changes.

○ Heat analysis for charger (ongoing): After integration of the charger, the designed cooling system will need to be tested and analyzed with working conditions. This will be done with a minimum of three team members.

● Integrate new charger into system (3/15/17): Since the charger’s testing is reliant on the battery and the management system, testing and sub testing will have to be with the actual battery system itself. All team members will be apart of this.

● Innovation Spring progress update (3/15/18): Similar to the innovation topic proposal this is an update report that needs to be turned into the EcoCar 3 sharepoint. This shows the progress of the innovation topic and if the goals were met. This will need to be a group report that all team members will need to contribute

● Develop Logic for Engine On switch (3/1/18): The EcoCar non-year rules specify that the car will need to have an engine on switch. This will be apart of the innovation team and integrate with the charger allowing the system to know when to start to charge/discharge the battery. This needs to be done by two team members.

● Integrate Logic and V2G capability for switch (4/15/18): After the logic has been created, it needs to integrate within the car and charger. Allowing the car to send current back through to the grid.

● Final testing and analysis (charge and discharge of battery) (4/15/18): The final testing needs to be localized within the guidelines of the EcoCar 3 rules. This analysis need to have all team members present to execute variable change within the testing cycles. The final goal is to show that the car can discharge into a working smart grid.

Management Plan

Within scope of the project, the Colorado State EcoCar 3 team has an abundance amount of management tools that has helped the past team's success. The head advisor and GRA’s have

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been in direct contact with all teams and are well equipped to handle the project management aspect and distribution of many of the set goals that the innovation team has proposed. In Appendix I shows an example of week to week goal setting and lead time for upcoming deadlines. This will ensure success to hit or exceed many of the goals. Concluding Section

Functional benefits, financial advantages, and environmental impact are a few criteria consumers evaluate before purchasing a vehicle. A V2G system added to the current EcoCAR will benefit consumers by simplifying their energy needs, providing a return on investment by selling energy back to the grid, and by helping reduce dependence on the petroleum powered grid. Ultimately, the goal of the EcoCAR 3 V2G system is to show that electric vehicles have the potential to function as an independent power supply to residential homes. The proposed topic will prove the concept and viability of both V2H and V2G power transmission. As we progress toward this goal, the storage and exchange solutions will need to be established to make V2G feasible. Expected challenges include the physical implementation of the bi-directional charger into the truck as well as integrating the charger into the control system. Learning how the power system communicates with the car through CAN communication will be difficult and is currently not fully understood. The innovation team will utilize the experience of the GTA’s as well as Dr. Thomas Bradley as we take on these tasks. Successful integrating these systems into the EcoCAR 3 will show V2G technology is a plausible solution to energy storage for the grid. The proposed V2G and V2H system will demonstrate the capabilities and innovative ideas of CSU. Budget Request Projected Budget and Intending Spending in Year 4

Total Budget For Year 4 $72,270

Item Item Name Item Description Qty Cost 1 Scienlab On-Board

Charger DC and AC Level 2 charging capability

6-10kW 1 $15,700

2 PA2203A IntegraVision

Power Analyzer

Used to measure and test Voltage, Amperage, and Power throughout system

1 $27,500

3 SAE J1772 CCS Charging Port

Physical port, that allows Battery system to charge/discharge into the power grid via charging station. SAE J1772 Combo

Connector AC + DC Fast-Charge

1 $99.00

4 EV Level 2 J1772 Plug and Cord

Cord and Plug compatible with SAE J1772 Combo Connector AC + DC Fast

Charge

1 $239

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5 CHAdeMO Charging Port

Physical port, that allows Battery system to charge/discharge into the power grid

via charging station.

1 $200.00

6 EV CHAdeMO Plug and Cord

Cord and Plug compatible with CHAdeMO port

1 $800

7 Scienlab V2G ComModule

Central Communication module for the On-board charger that allows

communications between charging station for CHAdeMO and GB/T.

1 TBD

8 RP7952A Regenerative Power System

Two-quadrant mode as power source and regenerative electronic load

1 $22,660

9 DBC-Series Current

Ways Charger

6.6kW Liquid-Cooled EV on Board Bi-directional Charger

1 $3995

10 Thermal Gun Infrared Thermometer for heat testing 1 $65 11 Stopwatch Stopwatch for heat testing 1 $10 12 HV and LV wire 4 AWG, 22 AWG, 30 AWG 3ft, 5 ft, 5

ft, $60

13 Nema Glands Cable Gland Enclosures 10 $50 14 Custom Printed

Charge Port Housing

3-D printed charge port housing for CCS and CHAdeMO ports

1 $400

15 10.9 grade Fasteners

Required hardness grade fasteners for HVJB enclosures and mounting

50 $25

16 Multimeter Multimeter used for LV system testing 1 $12 17 Standard Outlet 120V standard outlet 1 $5 18 Parker Power

Inverter Parker Three Phase, 460 Volt, Variable

Frequency Drive 1 $450

Note: The team will have access to items 2 and 8 and doesn’t have the intention to purchase. The team also plans on purchasing only one bi-directional charger (items 1 and 9).

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Preliminary Value Stream Map

Figure 2: Value Stream Map

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Figure 3: Table of Value Stream Map Processes

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Appendix I:

Figure 4: (Current System Operation Diagram)

Figure 5: Proposed System Operation Diagram)

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Figure 6: weekly progress charts

Figure 7: Gantt chart for yearly goals

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References [1] (Quinn, Casey, Zimmerle, Daniel, Bradley, Thomas H.) “The effect of communication architecture on the availability, reliability, and economics of plug-in hybrid electric vehicle-to-Grid ancillary services.” Journal of Power Sources. Vol 195, No 5. 2010.

[2] “Towards the Energy Transition, the Smart Electric Energy Boat project,” Amsterdam Vehicle2grid. [Online].Available: http://www.amsterdamvehicle2grid.nl/. [Accessed: 15-Sep-2017]. [3] National Household Travel Survey Daily Travel Quick Facts | Bureau of Transportation Statistics. [Online]. Available: https://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/subject_areas/national_household_travel_survey/daily_travel.html. [Accessed: 15-Sep-2017]. [4] U.S. Energy Facts - Energy Explained, Your Guide To Understanding Energy - Energy Information Administration. [Online]. Available: https://www.eia.gov/energyexplained/?page=us_energy_home. [Accessed: 15-Sep-2017]. [5] Currentways Technologies Onboard 6.6kW Liquid-Cooled Charger (225-450VDC) [online] availble: http://www.currentways.com/ev-battery-chargers/liquid-cooled-chargers/6-6kw-liquid-cooled-charger-225-450vdc/ [Accessed: 17-Sep-2017] [6] Connor, Patrick Electric Vehicle Public Charging [online] available: http://www.plugincars.com/electric-vehicle-charging-basics-125792.html [Accessed: 17-Sep-2017]

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