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Harmonic Effects in Electrical Distribution Networks due to EV
Charging
Lauri Kütt, Aalto University School of Electrical Engineering (Finland)
1
14PESGM2765
Introduction
• EVs and PHEVs: usage would follow present commuting patterns
• Traffic surveys provide the input data:
Finland: Henkilöliikennetutkimus 2010–2011
US: 2009 National Household Travel Survey
UK: National Travel Survey: 2012
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3
Trip start time
Extended Range Electric Vehicle Driving and Charging Behavior Observed Early in the EV Project. SAE International 2013
Charging modes
Energy likely charged: 3 kWh or higher
Slow charging for households – capability already available; 2 … 3 kW; long charging times (up to 10 ... 12 hours)
Fast chargers for service stations – charging time low but high installation cost
Within this discussion, only the aspects of household slow charging are presented
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Charger converter topology
http://www.ti.com/solution/ev_hev_charger_level_1_2
http://www.ti.com/solution/ev_hev_charger_level_1_2
Standard requirements for chargers
Slow charging is generally using 10 … 16 A
IEC 61000–3–2 : Electromagnetic compatibility (EMC) - Part 3-2: Limits - Limits for harmonic current emissions (equipment input current ≤ 16 A per phase)
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Examples: harmonic levels
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Har-monic order
Har-monic freq-
uency
EV1: THDi = 4.0%
EV2: THDi = 12.2%
EV3: THDi = 3.3%
EV4: THDi = 10.4%
Magni-tude
Phase Magni-
tude Phase
Magni-tude
Phase Magni-
tude Phase
Hz A deg A deg A deg A deg
Main 50 9.69 -6 10.2 -13 12.7 -1 10.2 -6
3 150 0.32 8 1.23 107 0.27 -156 0.90 156
5 250 0.077 -25 0.036 117 0.18 149 0.40 178
7 350 0.077 -77 0.042 -163 0.118 -55 0.32 -109
9 450 0.030 34 0.060 121 0.053 -33 0.119 -100
11 550 0.088 82 0.115 160 0.039 110 0.092 159
IEC61000-3-2 limits:
3rd: 2.30 A; 5th: 1.14 A;
7th: 0.77 A; 9th: 0.40 A; 11th: 0.33 A
Charging load effects estimation
• Charging profiles of vehicles
– Expected levels of harmonics for different state of charge (SOC) levels
• Daily activity profiles of vehicle user
– Start of charge timing
– Daily energy used for commuting
• Present state of networks load harmonics profiles (with added expected future loads)
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Vehicle user activity data
• Derived from traffic surveys, Monte Carlo based stochastic estimations
• Simplification -> user will charge always when connected
• Not-so-smart charging assumed –> no load shifting, charge always when capable
• Weekdays would be the most intense for same-time vehicle charging
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Vehicles charging at the same time
• 40 vehicles in the area
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Nu
mb
er
of
veh
icle
s ch
argi
ng
at t
he
sam
e ti
me
Time of day / hr
90 percentile level
Median load
Minimum load
Harmonic current during charging
• 3rd harmonic
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Cu
rren
t (A
)
Time of day / hr
90 percentile level Median load
Minimum load
Harmonic cancellation patterns #1
• 3rd harmonic
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Lev
el o
f h
arm
onic
can
cell
atio
n
Number of vehicles charging at the same time
Harmonic cancellation patterns #2
• 5th harmonic
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Lev
el o
f h
arm
onic
can
cell
atio
n
Number of vehicles charging at the same time
Harmonics daily patterns
• Measured from existing LV network
• Total load of 115 customers
• No DG, no capacitor banks
• Seasonal variance monitored
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Example from real network
• 3rd harmonic, for 1 day
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I h3_
RM
S, (A
)
I h3_
ph
ase,
deg
Time of day
Example from real network #2
• 5th harmonic, for 1 day
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I h5_
RM
S, (A
)
I h5_
ph
ase,
deg
Time of day
Example: daily harmonics of DN #1
• 3rd harmonic
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Har
mon
ic l
oad
curr
ent
(A)
Time of day / hr
90 percentile level Median load
Minimum load
Example: daily harmonics of DN #2
• 5th harmonic
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Curr
ent
(A)
Time of day / hr
90 percentile level
Median load
Minimum load
Discussion • Role of network impedance and the charger
equivalent impedance.
• DG units’ inverters capabilities to supply the harmonic currents.
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Conclusions
• EV chargers incorporate advanced control and sophisticated circuitry to guarantee AC-network friendliness.
• Commercial (PH)EVs (available & upcoming) most likely have close to sinusoidal current draw = current harmonic levels will be low or very low.
• Multiple EVs charging can provide remarkable cancellation of harmonic currents.
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Conclusions
• The existing networks’ load current harmo-nics will likely be significantly higher than the EV charging load harmonic currents.
• Distribution networks could possibly accom-modate rather high EV penetration, if consi-dering current harmonics.
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