Plug-In Hybrid Vehicles – EPRI & Utility Perspectiveassets.fiercemarkets.net/public/smartgridnews/EPRI_and_V2G.pdf · and systems control both on and off the vehicle • Vehicle

Plug-In Hybrid Vehicles –EPRI & Utility Perspective

PHEV Grid Impacts Technical ReviewMarch 14th, 2007

Mark Duvall

2© 2007 Electric Power Research Institute, Inc. All rights reserved.

Plug-In HEV Program

1. Plug-in HEV research, development, and demonstration programs with auto industry partners

• PHEV Sprinter Van Program• PHEV Ford F550 Trouble Truck Program

2. Charging Infrastructure3. Economic/Value Proposition4. Environmental Analysis


PHEV an Integral Part of Tomorrow's Intelligent Power Delivery Infrastructure

EfficientBuildingSystemsUtility

Communications

DynamicSystemsControl

DataManagement

DistributionOperations

DistributedGeneration& Storage

Plug-In Hybrids

SmartEnd-UseDevices

ControlInterface

AdvancedMetering

Consumer Portal& Building EMS

Internet Renewables

PV

Enabling PHEV: Power Delivery Infrastructure of the Future


EPRI Electricity Infrastructure Related RD&D

• Export Power – On board stored energy providing power to support accessory tools,

emergency back up power, and utility customer needs

• Intelligent PHEV battery re-charge and communication – PHEV recharging upon demand with appropriate communication protocol

and systems control both on and off the vehicle

• Vehicle to Grid (V2G) Interface– Vehicle stored energy contribution to the grid system incorporating utility

interconnection and integration, communication architecture, metering, power market

Each Platform requires - charging interface, inverter design, software enhancement and more

Need Comprehensive RD&D Plan for Electric Utility Interface to Realize the Full Potential of a Plug-in Hybrid as a Base Load and Peak Resource


Per Vehicle Charge Profile over Time

0

10

20

30

40

50

60

70

80

90

100

0 1 2 3 4

Time (s)

Stat

e of

cha

rge

(%)

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

2.00

Cha

rge

pow

er (k

W)

State of chargeCharge power


Charging Infrastructure

• Plug-in hybrids require relatively low power charging

• Wide availability of infrastructure– Initial focus on private chargers

• Array of options– 120 VAC, 15 amp (~1.4 kW)– 120 VAC, 20 amp (~2.0 kW)– 208/240 VAC, 30 amp

(~6 kW)

• 120 VAC stronglypreferred due to cost,availability

PHEV 20 Vehicle

Pack Size

Charger Circuit

Charging Time 20% SOC

Compact Sedan 5.1 kWh 120 VAC / 15 A 3.9 – 5.4 hrs

Mid-size Sedan 5.9 kWh 120 VAC / 15 A 4.4 – 5.9 hrs

Mid-size SUV 7.7 kWh 120 VAC / 15 A 5.4 – 7.1 hrs

Full-size SUV 9.3 kWh 120 VAC / 15 A 6.3 – 8.2 hrs

1.2 – 1.4 kW power, 1 or 2 hours conditioning


Aggregated Charge Profile For Fleet Of PHEVs

Charging energy fraction: Fraction of energy used to charge fleet of PHEVs per hour in one day

Source: Energy Consumption and CO2 Emissions of Plug-In Hybrid Electric Vehicles. EPRI, Palo Alto, CA: 2007. 1012468.


Environmental Analysis of Plug-In HybridsEPRI – NRDC Joint Project

• CO2 Analysis– Nationwide region-by-region

analysis– Scenario-based

• EPRI base case includes CO2 policy

– Internal EPRI capacity and production simulation

• Air Quality Analysis– Phase 1 Modified AEO base case

• Nationwide 36 km grid• CA, OH 12 km grid• NEEM, CMAQ, Mobile6, EMFAC

– Phase 2• Expand 12 km grid study areas• Incorporate CO2 policy

Number of Days Exceeding Proposed8-hour Ozone NAAQS of 70 ppb in

Base Case Simulation


Environmental and Electric Sector Study

• Complex problem• Must consider simultaneous evolution/progression of both

transportation and electric sectors– E.g., track PHEV market share with expected electric

sector evolution to 2030 (or beyond)• Marginal analysis via production simulations

– Scenarios to track different electric sector constraints• GHG costs/constraints, fuel prices, generating technologies

• Air quality modeling– Temporal and geographic distribution of emissions

different from base case to PHEV case


PHEV Market Penetration

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

All-Electric VMT Fraction Fraction of Vehicles On Road Fraction of New Vehicle Sales


Incremental Load Growth due to PHEV


Impact of PHEV on Generation

-100

0

100

200

300

400

500

Gene

ratio

n (M

illio

n M

Wh)


EGU Emissions Remain Essentially ConstrainedIn Magnitude and Location


Definite Potential for Air Quality Improvements

• Emissions reduced at ground level, thereby having a greater potential to improve air quality– Exposure efficiency


PHEVs Likely to Cause Decrease in Net Criteria Emissions

-250

-200

-150

-100

-50

0

50

100

Electricity(Upstream)

Electricity(Vehicle)

Gas/Diesel(Upstream)

Gas/Diesel(Vehicle)

SOx NOx VOC

2030 High PHEV Penetration• LDPVs through Class 5 vehicles

• ~ 20% electric VMT fraction

• 5.9% PHEV-caused load growth at utility

• Powerplant emissions essentially constrained in magnitude, location

• Emissions reduced at ground level, thereby having a greater potential to improve air quality– Exposure efficiency


CO2 Impacts of Plug-In Hybrids

• Project vehicle fleet shares– 16 of 31 vehicle types (92%)– Share of new and on the road vehicles

• Analyze electric sector impacts– Add incremental load– Track emissions

• Project CO2 impacts– Vehicles– Electric sector– “Upstream”


Greenhouse Gas Characteristics of PHEVs

0100200300400500600700800

200620102014201820222026203020342038204220462050

Ann

ual C

O2

Savi

ngs,

Mto

ns

0

100

200

300

400

500

600

CO

2 In

tens

ity (g

/kW

h)

CV Nominal MixHEV U.S. Average Electric CO2U.S. Marginal Electric CO2

• In a carbon-constrained world, electricity CO2 intensity decreases• New, cleaner baseload units available for off-peak charging• Increased addition of renewable capacity• Combined-cycle natural gas prominent on margin


Issues and Concerns

Lots of different studies, lots of different results• Scenarios with large

fleets projected on a non-evolving grid

• Use of static databases for large fleets or large time-scale scenarios

• Failure to reconcileresults with commonlyaccepted electric sectorprinciples

• Insufficient opportunity for study input/peer review/collaboration

Source: IPCC, 3rd Assessment; Working Group 3, Chapter 8


Summary Thoughts

• Plug-in hybrids – now at the same stage as other historical alt-transporation technologies that “almost made it”

• Public & political support is strong• Industry and utility support growing

– This is going to be a very active field of work

Encourage technical community to work together in areas of mutual benefit and to achieve consensus in

this area.


EPRI PHEV Technology Timeline

2000 2005 2010 2015 2020HEV Market Introduction

HEV Sales Accelerate

EPRI PHEV Sprinter with DaimlerChrysler

Initial PHEV Market Intro

Li Ion Batteries Enter HEV Market

PHEV Sales Accelerate

Widespread PHEV Adoption

EPRI PHEV Utility Trouble Truck with

Eaton/Ford

Initial EPRI PHEV Study

DOE Begins PHEV Program

EPRI/Utility PHEV Fleet Demonstrations

First PHEVs: 7 to 20-mile EV

Range Li Ion Battery

Costs Decrease, Most OEMs Have PHEV in Lineup

30-mile EV range

Customer Market Pull:Increased EV Range

Greater EV Performance

40-mile EV Range

Plug-in Night Time Charge 24 Hr. Grid Access Auto-Docking Time of Use Charge & Automatic Billing

Infrastructure

Documents

Plug-In Hybrid Vehicles – EPRI & Utility Perspectiveassets.fiercemarkets.net/public/smartgridnews/EPRI_and_V2G.pdf · and systems control both on and off the vehicle • Vehicle