Montana Clean Energy Pilot Working Group Workshop...
Transcript of Montana Clean Energy Pilot Working Group Workshop...
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Helping Utilities Make Smart Solar Decisions
Montana Clean Energy Pilot
Working Group
Workshop #3
January 21, 2016
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Helping Utilities Make Smart Solar Decisions
Agenda
Agenda Topic Presenter Time
Safety Moment ??? 9:00-9:05
Group Introductions ALL 9:05-9:15
Meeting 2 Recap
Recap of discussionSEPA 9:15-9:30
Rate Design
Cost of service and revenue requirements
Typical bill components
Time-varying rates
Innovative rate design discussions
SEPA 9:30-10:30
Break 10:30-10:45
Advanced Metering Infrastructure (AMI)
Description of AMI
Benefits of advanced metering
SEPA 10:45-11:15
Electric Vehicles
EVs and EV charging 101
Update on deployments
Idaho National Labs 11:15-12:15
Lunch 12:15-1:00
Group Activity
Understanding goals
Defining pros, cons, and unknowns
Aligning against Guiding Principles
Capturing group final thoughts
ALL 1:00-3:00
Wrap Up & Next Steps SEPA 3:00-3:15
2
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Helping Utilities Make Smart Solar Decisions3
MEETING #2 RECAP
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Helping Utilities Make Smart Solar Decisions
Final Desired Outcome
4
Customer-Enabling Initiatives
Grid Integration Technologies
Pilot #2
Pilot #3
Two customized pilots
Based on Stakeholder input
Meeting customer needs
Providing long-term grid benefits
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Helping Utilities Make Smart Solar Decisions
Guiding Principles
Reformative
• Changes how the customer and utility interact
• Educates key stakeholders
• Requires that the project is replicable
Measurable• The outputs are credible, unbiased, actionable,
relevant, and there is a timeline for goal tracking
Sustainable
• Can be adapted for different environments
• Beneficial to the triple bottom line (environmental, economic, & social)
• Considers future customer needs along with current customers
Equitable• All parties are considered and no costs are
transferred to nonparticipants
• Program can be justified to nonparticipants
5
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Helping Utilities Make Smart Solar Decisions
Group Activity Results
Smart Inverters Schools Pilot
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Helping Utilities Make Smart Solar Decisions
Group Activity Results (cont’d)
Community SolarRooftop Solar (Utility-owned)
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Helping Utilities Make Smart Solar Decisions
Group Activity Results (cont’d)
Low-Income Community Solar
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Helping Utilities Make Smart Solar Decisions9
OVERVIEW OF RATE DESIGN
OPTIONS
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Helping Utilities Make Smart Solar Decisions
Bonbright’s Principles
Key Concepts:
1) Stability and continuity in rates and revenues
2) Effectiveness in recovery of revenue requirements that are based on fair rates of return
3) Rate equity based on cost causation between customer classes
4) Promotion of efficiencies, both upon how services are supplied by the utility and how those services are consumed by the customer
5) Simplicity and clarity in design
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Helping Utilities Make Smart Solar Decisions
Ratemaking 101
Rate Base
Investmentx Rate of Return +
Operating
Expenses=
Revenue
Requirement
Long-lived
investments in
generation,
transmission,
& distribution
NET of
accumulated
depreciation
Regulated and
approved rate
of return
sufficient to
attract new
capital given
the risk profile
of the utility
Labor, fuel
and
purchased
power,
maintenance,
insurance,
etc.
Approved
revenue level
used to
create rates
for all
customer
classes
• Cost of Service Studies allocate the revenue requirement across each class of service (residential, commercial, industrial, etc.) based on cost causation
• Variables considered include:– # of customers in each
class
– Class peak demand & seasonal consumption
– Voltages required
– Etc.
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Helping Utilities Make Smart Solar Decisions
Ratemaking 101 (cont’d)
Types of Charges
• Customer charge– $/day or $/month, designed
to recover costs that exist regardless of a customer’s consumption pattern
• Demand charge– $/kW, designed to recover
fixed costs that are expensed to meet peak demand requirements
• Energy charge– $/kWh, designed to recover
costs that are variable in nature
Types of Rates• Flat
– Charges do not vary year round
• Seasonal– Energy and/or Demand charges are different summer vs. winter
to represent costs to utility
• Inclining Block– The more energy consumed, the higher the incremental charge
becomes
– Designed to promote energy efficiency
• Declining Block– The more energy consumed, the lower the incremental charge
becomes
– Designed to promote energy consumption
• Time-of-Use– Rates are different at specific times of the day (e.g., 3-6pm) to
align with highest consumption hours
– Time periods and prices are static in nature
– Designed to promote shifting and conservation
• Dynamic– Prices change dynamically based on the cost of generation in
the real-time, load levels, or other factors
– Ex: Critical Peak Pricing, Real-Time Pricing
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Helping Utilities Make Smart Solar Decisions
Rates in Action
• Salt River Project offers three primary rates for
Residential customers
– Basic Price Plan: inclining block rate
– Time-of-Use Price Plan: standard TOU rate
– “EZ-3” Price Plan: super peak rate
• SRP also offer additional pilot or technology-
specific rates
– Electric Vehicle Price Plan
– Residential Demand Price Plan Pilot
– M-Power® Prepaid Price Plan
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Helping Utilities Make Smart Solar Decisions
Caveat: Load Shapes Matter
Desert SW Summer Peak Day
Desert SW Load Requirements
14
2,000
3,000
4,000
5,000
6,000
7,000
1
62
7
1,2
53
1,8
79
2,5
05
3,1
31
3,7
57
4,3
83
5,0
09
5,6
35
6,2
61
6,8
87
7,5
13
8,1
39
Planning for System Peak
LOAD Top 1% Top 10%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
HE1
HE3
HE5
HE7
HE9
HE1
1
HE1
3
HE1
5
HE1
7
HE1
9
HE2
1
HE2
3
Load Profile
The nature of the load being served impacts cost of service, which in turn impacts rate designWhat works for one utility may not make sense for another
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Helping Utilities Make Smart Solar Decisions
SRP Basic Price Plan
• Leverages both an
inclining block
structure and
seasonal rates
15
0.05
0.06
0.07
0.08
0.09
0.1
0.11
0.12
0.13
0.14
10
0 k
Wh
40
0 k
Wh
70
0 k
Wh
10
00
kW
h
13
00
kW
h
16
00
kW
h
19
00
kW
h
22
00
kW
h
25
00
kW
h
28
00
kW
h
$/k
Wh
SRP kWh Charges by Monthly Consumption
Winter Rate Summer Rate
Summer Peak Rate
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Helping Utilities Make Smart Solar Decisions
SRP TOU Price Plan
16
• Summer = May thru
October
• Summer Peak = July
and August
• Strong incentive in
Summer months to
shift energy
– Long window can
impact energy savings
approaches
$-
$0.05
$0.10
$0.15
$0.20
$0.25
1am
3am
5am
7am
9am
11
am
1p
m
3p
m
5p
m
7p
m
9p
m
11
pm
TOU Prices by Hour
Winter Summer Summer Peak
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Helping Utilities Make Smart Solar Decisions
EZ-3 Price Plan
• Punitive pricing for
energy consumption
3-6pm
• 3 hour window allows
for activities like pre-
cooling
17
$-
$0.05
$0.10
$0.15
$0.20
$0.25
$0.30
$0.35
$0.40
1am
3am
5am
7am
9am
11
am
1p
m
3p
m
5p
m
7p
m
9p
m
11
pm
EZ-3 Hourly Pricing
Winter Summer Summer Peak
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Helping Utilities Make Smart Solar Decisions
Savings in Action
Target EZ-3
Savings
Target On-
Peak %
My EZ-3
Savings
On-Peak
%
December ($0.15) 10% $3.06 7%
November ($0.10) 10% $3.20 5%
October $19.60 10% $53.70 4%
September $33.91 10% $92.12 2%
August $51.35 10% $146.80 2%
July $32.38 10% $83.84 4%
June $34.63 10% $93.78 2%
May $15.46 10% $53.11 2%
April ($0.13) 10% $5.47 4%
March ($0.14) 10% $5.60 4%
February ($0.09) 10% $3.05 4%
January ($0.12) 10% $3.80 5%
ANNUAL SAVINGS $186.60 10% $547.53 3.40%
• Significant
savings
possible by
eliminating A/C
usage during on
peak window
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Helping Utilities Make Smart Solar Decisions
Savings in Action
Target EZ-3
Savings
Target On-
Peak %
My EZ-3
Savings
On-Peak
%
December ($0.15) 10% $3.06 7%
November ($0.10) 10% $3.20 5%
October $19.60 10% $53.70 4%
September $33.91 10% $92.12 2%
August $51.35 10% $146.80 2%
July $32.38 10% $83.84 4%
June $34.63 10% $93.78 2%
May $15.46 10% $53.11 2%
April ($0.13) 10% $5.47 4%
March ($0.14) 10% $5.60 4%
February ($0.09) 10% $3.05 4%
January ($0.12) 10% $3.80 5%
ANNUAL SAVINGS $186.60 10% $547.53 3.40%
• Significant
savings
possible by
eliminating A/C
usage and other
major loads
during on-peak
window
19
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Helping Utilities Make Smart Solar Decisions
Things to Consider
• Do utility costs create opportunities for time-
differentiated rates that are significantly
differentiated?
– TOU rates are effective because of strong price
signals
– Revenue neutrality dictates rate design
• Do customers have the ability to shift load out of
the windows where utility costs are highest?
20
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Helping Utilities Make Smart Solar Decisions
Rate Complexity Impact
21“Smart Rate Design for a Smart Future”, Regulatory Assistance Project (July 2015)
Creating the potential for savings also creates the potential for increased billsPrinciple of rate neutrality creates natural winners and losers
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Helping Utilities Make Smart Solar Decisions
Challenge of Holistic Program
Design
22
…but the added cost of that technology needs to be offset by that reduction for the pilot to be a success
Providing customers with an enabling technology can provide significant boost peak reduction…
“Smart Rate Design for a Smart Future”, Regulatory Assistance Project (July 2015)
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Helping Utilities Make Smart Solar Decisions23
INNOVATION IN RATE DESIGN
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Helping Utilities Make Smart Solar Decisions
e21
24
www.betterenergy.org/projects/e21-initiative
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Helping Utilities Make Smart Solar Decisions
e21
25
FUTURE
- revenue tied to performance
- more choice
• Return on Value Provided
• Revenue Streams (sales, fees, incentives)
TODAY
- “build more, sell more”
- limited choice
• Return on Capital Invested
• Volumetric Sales
Phase I Report: http://www.betterenergy.org/e21-Phase1-Report
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Helping Utilities Make Smart Solar Decisions
e21
• Filed for a rate increase that would be phased in over 3 yrs with option to extend the plan to 5 yrs
• Performance metrics. No penalties or incentives assessed as part of the initial multiyear plan.
• Data gathered during pilot would establish a baseline for measuring performance.
26http://mn.gov/puc-stat/documents//pdf_files/xcel_energy_roadmap_presentation_2-26-2015.pdf
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Helping Utilities Make Smart Solar Decisions
NY REV
27
www.ny.gov/programs/reforming-energy-vision-rev
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Helping Utilities Make Smart Solar Decisions
NY REV
28Source: New York State Department of Public Service
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Helping Utilities Make Smart Solar Decisions
NY REV
29
• Gradualism
• Future Oriented
• Granularity vs. Simplicity
• LMP+D
• Time-of-Use Rates
• Smart Home Rate
• C&I Rate Design
• Standby Service Tariffshttp://t.co/fz0Ks1hQh7
Ratemaking Whitepaper
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Helping Utilities Make Smart Solar Decisions
NY REV
Brooklyn Queens Demand Management (BQDM)
• $1 billion substation along the Queens-Brooklyn border
• Cobble together 52 MW of "customer-side" and "utility-side" demand solutions– 41 MW of customer-side
using Targeted Demand-Side Management
– 11 MW of utility-side non-traditional solutions
30
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Helping Utilities Make Smart Solar Decisions
Comparing Initiatives
31
MN e21 NY REV
OUTCOMES Consensus Commission Order
REGULATORY MODEL Fully Regulated Deregulated
RATES RELATIVE TO US AVERAGE
Average Rates High Rates
PUBLIC POLICY OUTCOMES Primarily Utilities Primarily Markets
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Helping Utilities Make Smart Solar Decisions
Resources
32
• E21 Initiativehttp://www.betterenergy.org/projects/e21-initiative– Phase I Report: http://www.betterenergy.org/e21-
Phase1-Report
• NY Reforming the Energy Visionhttps://www.ny.gov/programs/reforming-energy-vision-rev– Whitepaper on Ratemaking and Utility Business
Models: http://t.co/fz0Ks1hQh7
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Helping Utilities Make Smart Solar Decisions33
ADVANCED METERING
INFRASTRUCTURE
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Helping Utilities Make Smart Solar Decisions
AMI Defined
• Advanced Metering Infrastructure (AMI) covers more than just the meter– Smart meters
– Wide-area communications infrastructure
– Meter Data Management Systems (MDMS)
– Operational gateways
– Home Area Networks (HAN)
34“Smart Rate Design for a Smart Future”, Regulatory Assistance Project (July 2015)
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Helping Utilities Make Smart Solar Decisions
Why Move to AMI?
• Legacy metering systems are defined by:
– Monthly reads
– Limited visibility on usage patterns
– Little to no customer interface
– Rate changes requiring new meter switchout
• AMI provides the opportunity to:
– Communicate remotely with meters on a daily basis
– Hourly granularity on a day-behind or better latency
– Change rates and connect/disconnect service
remotely
35
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Helping Utilities Make Smart Solar Decisions
Comparison of Meter
Functionality
36Levy, R., Herter, K., Wilson, J. “Unlocking the Potential for Efficiency and Demand Response through Advanced Metering”.
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Helping Utilities Make Smart Solar Decisions
Example Mesh Networks
37http://inside.edison.com/content/inside/2012/02-12/gtk.html
https://www.bidon.ca/fr/notes/gridstream-rf-focus-axr-sd
AMI “mesh” networks often work best when deployed in clusters, where meters can work together to transmit data upstream to gateway meters/routers
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Helping Utilities Make Smart Solar Decisions
The Smart Meter Pitch
38http://www.srpnet.com/electric/home/smartmeters101.aspx
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Helping Utilities Make Smart Solar Decisions
The Smart Meter Pitch
(cont’d)
39http://www.srpnet.com/electric/home/smartmeters101.aspx
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Helping Utilities Make Smart Solar Decisions
More than Just Meters…
40http://www.slideshare.net/jrpettit/ams-oncor-march-2010
Significant integration with databases / software applications is required to actualize AMI data.
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Helping Utilities Make Smart Solar Decisions41
ELECTRIC VEHICLES
Barney Carlson, Idaho National Labs
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ww
w.inl.gov
Plug-In Electric Vehicles and
Charging Infrastructure
Richard “Barney” Carlson,Jim Francfort, John SmartJanuary, 2016
This presentation does not contain any proprietary, confidential, or otherwise restricted information
INL/MIS-15-35584
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Outline• Introduction and Background Information
• EV Project
– National PEV and Charging Infrastructure Usage Profiles
– Public Venue Charging Use & Installation Costs
– Charging Fee Impact on DCFC Use Rates
– Workplace Charging & Installation Costs
• INL Testing and Evaluation of Charging Systems
– Conductive Chargers
– Wireless Charging
– Integration with Renewable Resources
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Idaho National Laboratory• U.S. Department of Energy (DOE) laboratory
• 890 square mile site with 4,000 staff
• Support DOE’s strategic goal:
– Increase U.S. energy security and reduce the nation’s dependence
on foreign oil
• Multi-program DOE laboratory
– Nuclear Energy
– Fossil, Biomass, Wind, Geothermal and Hydropower Energy
– Energy Storage and Vehicle Systems
– Homeland Security and Cyber Security
Bio-mass
Nuclear
Hydropower
Wind
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Nomenclature• PEV (plug-in electric vehicle) are defined as
any vehicle that connects or plugs in to the grid
to fully recharge the traction battery pack
– BEVs: battery electric vehicle
• no internal combustion engine ICE
• no fuel tank
– EREVs: extended range electric vehicles
• operates on electricity first
• when electric range has been
exceeded, operates like a normal
hybrid electric vehicle
– PHEVs: plug-in hybrid electric vehicles
• blended electric and ICE operations in
various schemes45
Photo courtesy of Nissan
Photo courtesy of General Motors
Photo courtesy of Ford
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Nomenclature• Charging infrastructure
– Level 1 EVSE:
• AC 110/120V electric vehicle
supply equipment (up to 1.4 kW)
• SAE J1772 standard
– Level 2 EVSE:
• AC 208/240V electric vehicle
supply equipment (up to 19 kW)
• SAE J1772 standard
– DCFC: DC fast chargers (50 kW)
• CHAdeMO
• SAE Combo Connector (CCS)
46
Level 1
Level 2
SAE J1772 w/ CCS
SAE J1772
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EV Project
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Questions to Be AnsweredWidespread adoption of plug-in electric vehicles (PEVs) has the potential to significantly reduce our nation’s transportation petroleum consumption and greenhouse gas emissions.
Barriers to PEV adoption remain, however.
• What kind of charging infrastructure is needed?
• Where will PEV drivers plug in?
• How often?
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Building the “On-Road” Laboratory
To answer these questions, the U.S. Department of Energy launched The EV Project and ChargePoint America to install charging infrastructure and study its use
These two projects combined represented the largest PEV charging infrastructure demo in the world
Participants agreed to allow data collection from vehicles and charging stations.
INL’s role was to collect data and study user behavior
17,000 Residential and commercial
charging stations49
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Project Partners
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Project Areas
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The Question
• With gas stations on seemingly every block, should we expect a similarly ubiquitous charging network to refuel PEVs?
• PEV charging is different –vehicles can be charged where they are parked
• AC Level 2 and DC fast chargers were installed at residences, workplaces, stores, restaurants, airports, and other locations
Photo courtesy of ChargePoint52
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Despite extensive public charging networks in most areas, the majority of charging was done at home
About half of participants charged almost exclusively at home
Of those who charged away from home, the vast majority favored 3 or fewer away-from-home charging locations
What Have We Learned?
Nissan Leafs
Chevrolet Volts
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What Have We Learned?
This does not mean that public charging stations are not needed or desirable
• DC fast chargers were popular to support both local and long-distance driving
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What Have We Learned?
This does not mean that public charging stations are not needed or desirable
Photo courtesy of ChargePoint
• A relatively small number of
AC Level 2 charging sites
saw consistently high use
• What is it about these sites
that make them popular?
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What Have We Learned?
Public Level 2 charging stations installed where vehicles were typically parked for long periods of time were among the most highly used
• Shopping malls
• Airports and commuter parking lots
• Downtown parking lots and garages with easy access to multiple venues
Exact factors that determine what makes a public charging station popular are community-specific… and more research is needed
Nevertheless, it is clear that…
To support PEV driving, charging infrastructure should
be focused at home, workplaces, and in public “hot
spots” where demand for Level 2 or DC fast charging
stations is high
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Exceptions
Organizations may want to install charging stations regardless of how much they are used
• Attract a certain customer demographic
• Project a “green” image
• Encourage PEV adoption
(This project did not study effectiveness of charging infrastructure in meeting these goals)
DC fast chargers along travel corridors were found to effectively enable long-distance range extension for battery electric vehicles
Infrastructure is needed to serve PEV customers without access to charging at home
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Areas of Analysis
• PEV driving patterns and charging preferences
• Away-from-home charging for range extension
• Workplace charging
• Public charging station use
• Charging at home
• Charging infrastructure installation costs
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What have we learned about PEV driving patterns and charging preferences?
Volt drivers averaged only 6% fewer EV miles per year than Leaf drivers, despite having less than half as much battery energy storage capacity.
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What have we learned about PEV driving patterns and charging preferences?
Volt drivers tended to fully deplete their battery packs prior to recharging, whereas Leaf drivers favored recharging with significant charge left in their batteries (as expected for EREV vs. BEV)
Volt drivers charged more frequently
• Volt: 1.5 charges per day
• Leaf: 1.1 charges per day
Trend was consistent, with some seasonal variation
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Preference for charging frequency and location
Leaf and Volt drivers performed
most of their driving at home
92% of Volt drivers and 77% of Leaf
drivers did most (at least 80%) of
their away-from-home charging at 3
or fewer locations
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Preference for charging equipment
Volts and Leafs come with an AC Level 1 EVSE
All Leafs in the project were DC-fast-charge capable (CHAdeMO)
Participants could charge wherever they wanted
63% 36%1%6% 54% 40%
Level 1 only Level 1 and
Level 2
Level 2 only Level 1 or
Level 2 only
Level 1 or
Level 2
and DCFC
VOLT LEAF
DCFC only
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What have we learned about away-from-home charging for range extension?
PEV drivers, who plugged in away from home tended to drive more EV miles
72% increase
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What have we learned about away-from-home charging for range extension?
However, most drivers did not charge away from home frequently
• Overall, 20% of the vehicles studied were responsible for 75% of the away-from-home charging
• Much of this can be attributed to workplace charging
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What have we learned about workplace charging?
Of charging events were performed at home and work on work days.
Home65%
Home57%
Work32%
Work39%
Other3%
Other4%
LeafVolt
All days65
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of drivers drove a Leaf to work even though they could not make it back home unless they charged at work
of Leaf drivers could complete their direct commute without charging at work, but their routine on most days required them to drive additional distance, which necessitated charging at work in order to make it home
of Leaf drivers relied on workplace charging on at least one day a month to complete their daily commutes
Range extension from workplace charging
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Range extension from workplace charging
Leaf and Volt drivers with known workplace charging averaged 23% and 26% higher annual EV miles traveled than the overall groups of vehicles in the project, respectively
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Workplace Charging as a Substitute for Home Charging
• About 30% of drivers only charged at work on most days
• This shows that workplace charging could make PEVs viable for people without access to home charging
Photo courtesy of Facebook
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What have we learned about public charging station use?
• Level 2 charging station usage (excluding workplace charging) was low overall
• Median of 1.4 charges per week
• 75% of 2,400 sites nationwide averaged 4 or fewer charges per week
• However, well designed sites at retail stores, especially shopping malls, and parking lots and garages serving multiple venues demonstrated potential to support 7 to 11 charges per day
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What have we learned about public charging station use?
• DC fast chargers were used much more frequently than most public Level 2 stations
– Median of 7.2 charges per week
– 25% of DCFC’s averaged >15 charges per week
– The highest site saw 70 charges per week
– The most highly utilized DC fast chargers tended to be located close to interstate highway exits
• Public charging station usage varied by region, with higher usage in areas with higher PEV sales
• However, highly utilized public charging sites were found in most regions, proving that utilization is dependent on local factors
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Roll-out of Blink
DCFC usage fees
during Q3
National Blink DC Fast Chargers - Fee Impacts
DCFC Fee per Session - $5 Blink members - $8 non-Blink members
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Level 2 Fee per hour - $1 Blink EVSE - ChargePoint unknown
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How did public usage change over time?
Blink DC fast chargers were initially free and usage increased quickly
Usage dropped dramatically when the Blink Network instituted fees in summer 2013
The average number of minutes in a Blink DC fast charger session prior to the onset of fees.
After the onset of per-session fees, the average time spent charging increased by 20%
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What have we learned about charging at home?
The vehicles never needed more than 5
hours to fully charge at home using the
Level 2 charging units, and usually only
took 1 to 3 hours to charge completely
This means that even though most
vehicles were plugged in by 10 p.m.,
overnight charging at home typically could
be delayed until the early morning hours
when overall demand on the electric grid
is lowest
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What have we learned about charging at home?
PEV owners in the project in areas where time-of-use rates were offered
showed a willingness to delay charging at home until off-peak periods
In San Diego, where the
cheapest time to charge
was midnight to 5 a.m.,
most PEV owners
programmed their charging
to start at midnight or 1 a.m.
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TOU Charge Infrastructure UsageResidential Level 2 In San Diego(2nd quarter 2013, 272 of 700 units participating)
75
Super
Off-peak:
$0.16
Off-peak:
$0.22
Off-peak:
$0.22
On-peak: $0.49
Percent of EVSE connected to a vehicle
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What have we learned about charging station installation costs?
$150
$600
>$8000
$12,660
$8,500 >$50,000
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Public Level 2 EVSE Installation Costs• Installation cost data for analysis is available for 2,479 units
• Average installation cost per EVSE, for publicly accessible Level 2 EVSE
installed in EV Project markets
– $3,108
• The five most expensive geographic markets had per unit installation costs
– > $4,000 ($4,004 to $4,588)
• The five least expensive geographic markets had per unit installation costs
– < $2,600 ($2,088 to $2,609)
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Public Installation Considerations
78
• Establishing an EV charging infrastructure has unique challenges in that
the public is not used to seeing EVSEs in public and may be unfamiliar with
its purpose and use
• Without specific signage to the contrary, ICE vehicles may park in spaces
equipped with an EVSE because they are convenient and vacant
• When an PEV arrives, the driver finds the space occupied and is unable to
recharge
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Public Installation Considerations
79
• It is recommended that municipalities adopt specific ordinances to:
– Prohibit non-EVs from parking in spaces marked for “EV Charging Only”
– Require that EVs parked in spaces marked for “EV Charging Only”
must be connected to the EVSE while parked
• It may not be feasible to install EVSE in existing accessible parking spaces
because
– that space then becomes exclusively designated for an EV and would
remove one of the
– accessible spaces originally required for the facility.
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Disabled Parking Considerations
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• Recommendations to enable persons with disabilities to have access to a
charging station per ADA and IBC (International Building Code):
– An accessible space is required to park, exit vehicle and access the
EVSE
– Operable controls within 48” front and side reach range; and a 30” x 48”
clear floor space is required
• In general, for every 25 parking spaces, one parking space should be
accessible. For every six parking spaces that are accessible, one parking
space should be van accessible http://avt.inel.gov/pdf/EVProj/EVProjectAccessibilityAtPublicEVChargingLocations.pdf
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• Labor costs were the primary
geographic differentiator of EVSE
installation cost
• Labor costs can be mitigated by
wall mount versus pedestal
installation
• Another factor that affected
installation costs in different
markets was implementation of
Americans with Disability Act
(ADA) requirements as
understood by the local permitting
authority having jurisdiction
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Public Level 2 EVSE Installation Costs
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Utility Demand Charges on AC Level 2 EVSE• Some electric utilities impose demand charges on the highest power
delivered to a customer in a month
• Simultaneously charging plug-in electric vehicles via multiple AC Level 2
EVSE can create significant increases in power demand
• The increased charging rate allowed by many newer plug-in-electric
vehicles (PEVs) will exacerbate this impact
• 3 EVSE x 6.6 kW = 19.8 kW
– Many utilities start demand charges at 20 kW
– Demand charge can exceed $1,000 per month
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DC Fast Charger Installation Costs for 111 Units
• By the end of 2013, the EV Project had installed 111 DC Fast Chargers
• Overall, installation costs varied greatly from $8,500 to >$50,000
• The median cost to install the Blink dual-port DC Faster Chargers in the
EV Project was $22,626 (does NOT include DCFC unit cost)
• Largest differentiator of installation costs
1. Addition of new electrical service at the site was the
2. Surface on or under which the wiring and conduit were installed
• Cooperation from the electric utility and/or the local permitting authority is
key to minimizing installation costs (both money and time) for DCFCs
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Workplace EVSE Installation Cost Drivers• Wall-Mounted Installations
– Greater freedom as to the installation location at a site led to more
wall-mounted installations
– Wall-mounted EVSE were typically less expensive to install, because
they did not require underground conduit to supply power, which is
typical for a pedestal unit
– The average cost to install a wall-mount AC Level 2 EVSE
• $2,035
– The average cost to install a pedestal AC Level 2
• $3,209
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Workplace EVSE Installation Cost Drivers• Flexibility of the staff installations gives the ability to install EVSE with fewer
accessibility requirements:
– Typically there were few, if any, parking signage or striping
requirements
– ADA accessibility, including an accessible pathway to the workplace
building, was only necessary if an employee was a PEV driver and
required this accessibility
– Units did not need to be in conspicuous locations
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Workplace EVSE Installation Cost Drivers• One workplace installation cost factor that did emerge over the course of
The EV Project, was the cost to install additional EVSE
– Employers who provided workplace EVSE for their employees found
that it encouraged more employees to obtain PEVs for their work
commute
– This put pressure on employers to add more stations, with the “easy”
installations often being the first ones installed
– Additional electrical service and parking places further from the
electrical distribution panel usually were required for additional EVSE,
which added to the cost of these subsequent installations
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INL’s Electric Vehicle Infrastructure (EVI) lab
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Purpose: Electric Vehicle Infrastructure (EVI) Lab
• Evaluate EV charging infrastructure
– Independent evaluation of vehicle charging system
• Efficiency
• Power Quality
• Additionally for wireless charging: EM-field safety and coil alignment and coil gap impact
– Evaluate cyber security vulnerabilities of charging systems
– Evaluate and develop EV integration with renewable resources in both distributed and micro-grid environments
• EVI lab supports codes and standards development
– Society of Automotive Engineers (SAE)
• Wireless Charging (J2954)
• Charger Power Quality (J2894)
– EnergyStar ratings for conductive EVSE88
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EVI Facility capabilities• Wide range of facility input power (total of 400 kVA)
– Residential power: 120 / 240 VAC 1f
– Commercial power: 208 / 480 VAC 3f
• Vehicle emulator (for bench tests)
• Multiple test vehicles from various manufacturers
• Laboratory measurement equipment (Power meters, Oscilloscope, EM-field meters, IR temperature sensors)
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Conductive Charging:Evaluation and Test Procedure Development
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Evaluation of EVSE• Benchmark evaluation of 16 EVSE
– Functionality / compatibility with standards
– Power consumption during charging and stand-by
– http://avt.inel.gov/evse.shtml
• Four prototype EVSE with smart gridcommunication capabilities– Commercial EVSE: GE, Eaton
– Residential EVSE: Siemens, Delta
• Evaluated for:– Functionality / Compliance with standards
– Stand by power consumption
– Losses during charging
• Cyber Security Vulnerability assessment– Physical security
– Communications security
• wired and wireless
– Software and firmware assessment
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Evaluation of Conductive EVSE
0
10
20
30
40
50
60
70
80
EVSE AC W Consumption Prior to Charge
EVSE AC W Consumption During Charge
EVSE AC Watt Consumption Prior to & During Chevy Volt Charging
See http://avt.inel.gov/evse.shtml for individual testing fact sheets
• AC energy consumption during stand-by (not charging)
• Most EVSE consume < 10 watts
• AC energy consumption while charging a Chevrolet Volt at 3.3 kW
• Most EVSE consume < 30 watts 92
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Conductive EVSE test procedures for Energy Star
• Test Methods document created for Level 1 and Level 2 EVSE
– Definitions
– Test equipment requirements
– Test procedures and measurements
• Standby power consumption
• Power loss during charging
• Ratings recommendations for EVSE with additional features
– EVSE rated maximum current
– Cord length
– Status lights
– Smart Grid communications
– Touch screen interface
– Active brightness control
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Benchmark Evaluation of:Hasetec DC Fast Charger and Nissan Leaf• 53.1 AC kW peak grid power
• 47.1 DC kW peak charge power to Leaf energy storage system (ESS)
• 15.0 Grid AC kWh and 13.3 DC kWh delivered to Leaf ESS
• 88.7% Overall charge efficiency (480VAC to ESS DC)
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Cyber Security Evaluation of Charging Infrastructure
• DC Fast Charger cyber security vulnerability assessment
– CHAdeMO using Nissan Leaf
– CCS using Chevy Spark
• Evaluate cyber security
– Vulnerability in connection between DCFC to vehicle
• Protocols
• communication
– DCFC to back office
• includes data, billing, energy management, etc.
– Vehicle robustness to attack
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On-board charger power quality• With smart grid communication, plug-in
electric vehicles can be controllable loads on the grid
• Vehicle response must be understood
– Power Quality (efficiency, power factor, total harmonic distortion)
– Dynamic characteristics (response to voltage sag, swell, noise, etc.)
• INL supports SAE J2894 development
• INL characterized the on-board charger for several vehicles
– 2012 Chevrolet Volt (3.3 kW charger)
– 2012 Nissan Leaf (3.3 kW charger)
– 2015 Nissan Leaf (6.6 kW charger)
– 2014 BMW i3 (7.2 kW charger)
– more planned in the near future
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INL Test results of On-Board Charger: Efficiency
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• Variation in charge efficiency
– Vehicle models
– Charge power level
– Level 1 vs. Level 2
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Test results: Power Factor & Harmonic Distortion
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Wireless Charging:Evaluation and Codes & Standards Support
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Electric Vehicle Wireless Charging• Capable of charging at same power levels as conductive charging
– Therefore same recharge time
• May lead to increased EV adoption
– Hands-free / automated
– Possibly in-motion charging (charging while driving)
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INL Wireless charging testing and evaluation• On-board vehicle testing
• Standalone sub-system testing (bench test)
• Directly supports SAE J2954 test procedure development, EM-field evaluation, and interoperability evaluation
• INL test setup adopted in the current draft of SAE J2954 TIR
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INL Test Results example: Efficiency
Evatran PLUGLESS wireless charger
• Efficiency varies with coil gap and misalignment
• Significant differences between on-board and bench testing
– Due to steel vehicle chassis absorbing electromagnetic field
• Output power also has efficiency effects
– Decreased power decreased efficiency
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Vehicle Efficiency (Chevy Volt)
Bench Test Efficiency
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INL Test Results example: EM-field around vehicle
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On Vehicle
Bench Test
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104http://avt.inl.gov/evse.shtml
Fact Sheet: vehicle test results
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INL evaluation enabled efficiency improvements• INL’s evaluation of the pre-production PLUGLESS system led to:
– Improvements for the production PLUGLESS, based on INL test results
• More consistent efficiency across range of misalignment
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Pre-production PLUGLESS Production PLUGLESS
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Upcoming Wireless Charging Testing• U.S. DOE FOA-667 evaluation of vehicle WPT system
– ORNL, Toyota, Evatran collaboration• RAV4 EV with prototype circular topology WPT
• Input 240 VAC, 50 A
– Hyundai, Mojo Mobility collaboration• Kia Soul EV with prototype circular topology WPT
• Input 240 VAC, 100 A
– Three SAE J2954 prototype master / reference coil systems for interoperability evaluation and document requirements refinement
• WPT1 / Z1-Z2 circular coil topology
– 3.7 kW, 100-210mm gap
• WPT2 / Z2-Z3 circular coil topology
– 7.7 kW, 140-250mm gap
• WPT2 / Z1-Z3 Double “D” coil topology
– 7.7 kW, 100-250mm gap
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EVI Lab Coordination:Integration of EV’s and Renewable Resources
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Vehicle Integration with Renewable Resources
• RTDS
– High speed control and communication between INL and NREL
• Renewable resources
– wind, solar, etc.
• Electric vehicles
• Micro-grid
• Supports grid modernization
• Coordinated control system
• Cyber security
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Charging Infrastructure Evaluation with RTDS
• Evaluate charging infrastructure using Grid Emulator
– Variable AC power supply
• 1f or 3f phase
• 100 VAC to 520 VAC
• Bi-directional
• Dynamic grid event emulation
– sag, swell, step, pulse, harmonics, etc.
• Real Time Digital Simulation
– Hardware in the loop
– Integration with renewable resources
– Real time connection between RTDS at INL and NREL
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Summary
• INL is the U.S. DOE core capability for collecting, analyzing and reporting on-road light duty vehicle utilization and energy consumption
• INL’s EVI lab is the U.S. DOE core capability for evaluating electric vehicle charging infrastructure
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Questions?
Richard “Barney” Carlson
at.inl.gov
http://avt.inl.gov
Funding provided by U.S. DOE’s Vehicle Technologies Office
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Back-up slides
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Charge Infrastructure Usage – DCFC (Full year 2013, 100 units reporting)
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Charging Availability: Range of Percent of Charging Units with a Vehicle Connected
versus Time of Day
Charging Demand: Range of Aggregate Electricity Demand versus Time of Day
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Helping Utilities Make Smart Solar Decisions114
GROUP ACTIVITY
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Helping Utilities Make Smart Solar Decisions
Group Activity
• Break into groups of 3-4
• For your assigned program/technology, identify: – Target customers
– Pros and cons
– Potential goals of this type of pilot
– Synergies with other options discussed, or other MT initiatives
– Additional information needed to make an informed decision
– How well this option aligns with our guiding principles
• You will have a chance to have input on each topic!
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Helping Utilities Make Smart Solar Decisions116
NEXT STEPS
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Helping Utilities Make Smart Solar Decisions
Next Meeting
Topics
• Storage
– Grid-connected
– Behind-the-meter
• Microgrids
• Demand Rates
Logistics
• Next meeting in February
• Likely timing is the week
of the 15th or 29th
• Location options:
– Butte
– Missoula
– Bozeman
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Helping Utilities Make Smart Solar Decisions
Suggested Readings
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• Storage– “Electric Utilities, Energy Storage and Solar: Trends in
Technologies, Applications and Costs” (SEPA report)
– Energy Storage Association case studies
• http://energystorage.org/energy-storage/case-studies
• Microgrids– DOE microgrid activities webpage
• http://www.energy.gov/oe/services/technology-development/smart-grid/role-microgrids-helping-advance-nation-s-energy-syst-0
• Demand Rates– Same material from this meeting