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PSERC Webinar, December 18, 2009 –––– Page 1PSERC
Power System Level Impacts of Plug-In Hybrid Vehicles (PHEV)
A .P. MeliopoulosGeorgia Power Distinguished Professor
Jerome MeiselGeorgia Institute of Technology
Thomas J. OverbyeFox Family Professor of ECE
University of Illinois at Urbana-Champaign
PSERC Webinar, December 18, 2009 –––– Page 2PSERC
The Big Picture
• The annual energy consumption is about 100 Quads. Roughly one third is used for industrial processes, one third in transportation and one third as electric energy.
• Electric Power Uses Diverse Energy Sources (Nuclear, Coal, Gas, Hydro, etc.)
• Transportation is Mainly Petroleum Based. Daily Consumption About 20 Mbarrels (National Issue: Crude Oil Importation at 12 Mb/day)
• Increased Environmental Concerns.
PSERC Webinar, December 18, 2009 –––– Page 3PSERC
• Can Pluggable Hybrid Vehicle Technology Play a Role in Solving Present Energy Problems (Economically and Environmentally Acceptable).
• What Will be the Impact to the Electric Power System Infrastructure?
• What will be the Impact on Our National Issue of Our Dependence on Oil?
The Big Question
PSERC Webinar, December 18, 2009 –––– Page 4PSERC 4
The Big Picture – Energy in 2007 (US DoE)
PSERC Webinar, December 18, 2009 –––– Page 5PSERC
Observation
Twenty Years Ago the Energy Consumption in the Form of Electric Power was about 30% of total Energy Consumption.
Presently it stands at 40%.
What will be in the Future? (50% electrification of the transportation industry will bring it to 54%)
PSERC Webinar, December 18, 2009 –––– Page 6PSERC 6
The Big Question
Electrification of the Transportation Sector Can be Characterized as:
Transformative Technology
“Alteration of the Energy Picture”
PSERC Webinar, December 18, 2009 –––– Page 7PSERC
PHEV “Fuel” CostAssumptions:
• Electric range: 40 miles (PHEV40)
• Toyota Prius: 45.0 mpg (avg.) – on Gas
• Total miles driven: 12,000 mi/yr (80% Electric)
• Cost of gasoline: $4.00 / gal ($2.00 / gal)
• Gasoline Car Efficiency: 13% to 20%
• Assume 75% electric and 25% gas driving
• Cost of electric energy: $0.12 / kWhCost of Gas = $270 (66 gallons) ($135)Cost of Electricity = $ 140 (1,170 kWh)
• All Gas Cost = $1,066 ($533)
• Difference: $656 per year ($252)
PSERC Webinar, December 18, 2009 –––– Page 8PSERC
Power System Level Impacts of PHEV
Infrastructure:Microscopic LevelMacroscopic Level
Fuel UtilizationShift from Petroleum to Utility Mix (Nuclear, Coal, NG, Hydro, etc.)
Impact on EnvironmentGas Based Car Pollutants/Utility Generation Pollutants
Power System Reliability/SecurityV2G in Case of Emergency
Consumer will act on his best interest… Utility must deal with it!
PSERC Webinar, December 18, 2009 –––– Page 9PSERC
EV, HEV & PHEV
• Tradeoffs in HEV & PHEV designs, and in their benefits in fuel efficiency and emission reductions to consumers and society (EPRI).
• V2G Approach.
• EV Approach.
• Battery Technology Research
• Fuel Cell Powered Vehicles
PSERC Webinar, December 18, 2009 –––– Page 10PSERC
HEV & PHEV designs
Chapter 3 of the final report provides an analysis of the various designs of HEV and PHEVs and commentary on their benefits/disadvantages in fuel efficiency and other metrics
Standard routes have been developed for the evaluation of PHEV and HEV performance. The standard routes represent typical driving schedules.
Extensive simulations have been performed to establish base parameters and performance metrics for HEV and PHEVs (see chapter 4).
PSERC Webinar, December 18, 2009 –––– Page 11PSERC
US06 driving schedule of 8 mi, over 600 sec with a peak speed of 80.29 mph, an average speed of 47.96 mph, and 5 stops totaling 45 sec duration.
Electric energy from power grid versus percent of total input energy from battery for a number of driving schedules
Miles per gallons (gasoline) versus percent of total input energy from battery for a number of driving patterns
PSERC Webinar, December 18, 2009 –––– Page 12PSERC
Potential PHEVsGM: Volt, 2010
TOYOTA: Prius, 2010 they have produced a small quantity for specific customers
INDIA: Available today from small companies (PHEV with Photovoltaic Roof)
AROUND THE GLOBE: Many Third Party Convertors
The GM Volt: Lots of Fanfare – Expectations Low from the Price/Benefit Point of View
PSERC Webinar, December 18, 2009 –––– Page 13PSERC 13
Power System Level Impacts of PHEVIntegrated Model
PSERC Webinar, December 18, 2009 –––– Page 14PSERC
Impact on Distribution System Infrastructure
PSERC Webinar, December 18, 2009 –––– Page 15PSERC
Impacts of PHEV on Infrastructure
A house consuming 600 kWh per month becomes a 800 to 900 kWh per month with two PHEVs (moderate driving)
Effects on distribution system and transmission system
PSERC Webinar, December 18, 2009 –––– Page 16PSERC
Integrated electro-thermal models of distribution systems and distribution transformers that include houses, commercial buildings, loads, etc. can be used to investigate impact.
Probabilistic models of electric power demand superimposed to demand for PHEV charging drive the integrated model.
Simulation of the integrated system provides the operating temperature of distribution transformers as a function of time and loss of transformer life.
Sample results follow.
Impacts of PHEV on Infrastructure
PSERC Webinar, December 18, 2009 –––– Page 17PSERC
Transformer Electro-thermal Model• First order electro-thermal
model of the transformer used to compute the temperature of the transformers windings throughout the day
• The dynamics of the transformer winding temperatures are described by the following differential equation
• Trapezoidal integration method used to calculate the solution of the differential equationwith h=10 sec
qh qL1 qL2
Gh,h GL1,L1 GL2,L2
GL1,L2Gh,L1
Gh,L2
Ch,h CL1,L1 CL2,L2
Th TL1 TL2
qGTdtdTC +−=
PSERC Webinar, December 18, 2009 –––– Page 18PSERC
Simulation Assumptions
• The owners of the first and second house used their 120 V, 15 A garage outlets to charge their cars, while the owner of the third house used a 240 V, 30 A outlet for charging their car.
• Each car needs 18 kWh to be fully charged, has a power factor 0.92 (current lagging), and charging efficiency of 96%.
• For each hour of the simulated day, a random daily load schedule was assumed and the transformer winding currents were calculated for each case (with and without PHEVs).
• The first and second car were charged from 21:00 pm until 8:00 am of the next day (it takes almost 11 hours for the PHEVs to be fully charged with the 120 V, 15 A service). The third car was charged from 0:00 pm to 3:00 pm (it takes 3 hours for the PHEV to be fully charged with the 240 V, 30 A service).
PSERC Webinar, December 18, 2009 –––– Page 19PSERC
Impacts of PHEV on Infrastructure
Sample simulation without PHEV.Computed expected life of transformer = 353years
Sample simulation with PHEV40.Computed expected life of transformer = 1.85years
24 ( ( ))
1
BAT
hLOL h e
− +
=
= ⋅∑
Example of 15 kVA Distribution Transformer Feeding Three Houses
PSERC Webinar, December 18, 2009 –––– Page 20PSERC 20
0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223240
50
100
150T h (0 C
)
0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223240
50
100
150
T L1 (0 C
)
0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223240
50
100
150
Time (Hours)
T L2 (0 C
)
Impacts of PHEV on InfrastructureReplacement of 15 kVA Transformer with 25 kVA Transformer
PSERC Webinar, December 18, 2009 –––– Page 21PSERC
Transformer Expected Life Calculation• Loss of life and expected
life of the transformer computed as follows:
• In the 20 0C ambient temperature case, the expected life of the transformer is reduced by approximately 93%
• Additional expected life reduction if the ambient temperature is increased to 30 0C
24
1exp ( )
h h
BLOL AT=
= − +
∑
1365
Expected LifeLOL
=⋅
PSERC Webinar, December 18, 2009 –––– Page 22PSERC
Increase in percent LOL for Tucson AZ and Fairbanks AK for a varying number of PHEVs included in the distribution system.
Increase in percent LOL for Tucson AZ and Fairbanks AK charging three PHEVs using different transformer sizes.
PSERC Webinar, December 18, 2009 –––– Page 23PSERC
Impact on Energy Resource UtilizationAnd Pollutants
PSERC Webinar, December 18, 2009 –––– Page 24PSERC
Impacts of PHEV on Fuel Utilization
Methodology
Probabilistic Production Costing method. Generation is subject to outages and each unit has specific economics. The dispatch procedure is simulated while a probabilistic model of unit availability is used. Model computes expected operational time, expected production (MWh), expected cost by each unit and total. Different scenarios are considered: (a) segregated electric power system operation and gasoline powered cars, and (b) electric power operation with a certain penetration percentage of PHEV.
PHEV Charging Scenario Effective Load Model (PDF of Load)
PSERC Webinar, December 18, 2009 –––– Page 25PSERC
Primary Energy Source UtilizationPHEV Load
• Additional load due to PHEV shown for the first simulated day
Time
Load
[MW
]
275 MW
Base Case LoadLoad Due To PHEVTotal System Load
The minimum increased 22.10% and 30.66% for the 10% and 20% PHEV penetration scenarios, respectively. And the maximum load increased only 1.75% and 10.78% increase for the 10% and 20% PHEV penetration, respectively. This load leveling is a potential benefit of the semi-controllable load that PHEVs present.
PSERC Webinar, December 18, 2009 –––– Page 26PSERC
Fuel Heat ContentKcal/Kg
Price$/Kg
Nuclear 19.069 *1013 60,000
Coal 6,000.0 0.05
Petroleum 12,000.0 0.65
Natural Gas
12,800.0 0.35
Example of Probabilistic Production CostingCosting/Reliability Analysis and Outcomes – Example Test System
Primary Fuel Data
Fuel Size [MW] Num.
Units FOR Max. Cap.
Min. Cap.
#6 Oil 12 2.4 5 0.02 #2 Oil 20 16 4 0.10 #6 Oil 50 15.2 4 0.04 Coal 76 12.5 3 0.02
Nat. Gas 125 31.25 4 0.08 Nuclear 155 54.25 3 0.10
Coal 197 68.95 1 0.05 Coal 350 140 2 0.08
Nuclear 400 100 1 0.12
Generating Units and Primary Fuel
26
Electric Load (MW)
1.0
Prob
abili
ty (t
/T)
200 400 600 800 1000 1200
0.2
0.4
0.6
0.8
Example Load Model Converted to a “Load Duration Curve”
PSERC Webinar, December 18, 2009 –––– Page 27PSERC 27
Probabilistic Production CostingExample Test System
Size [MW] ah bh ch 12 3,330,369 2,550,425 15,047 20 10,080,000 3,150,000 0 50 21,092,334 2,550,425 2,376 76 31,362,044 1,963,834 2,413
100 26,227,189 2,257,130 2,395 155 43,407,948 1,946,828 1,401 197 33,003,505 2,193,793 329 350 81,532,894 1,873,123 822 400 90,962,133 2,244,962 116
NOx CO2 Size [MW] ap bp ap bp
12 20 0.5 6,459 158 20 8 3.8 1,252 626 50 46 0.2 4,733 151 76 180 0.7 37,417 145
100 283 0.9 52 0.2 155 548 1.1 92,849 183 197 374 0.9 123,204 309 350 1,604 3.2 270,004 335 400 0 0 0 0
Generating Units Heat Rates Generating Units Emissions
2 RateHeat PCPBA ⋅+⋅+=
PSERC Webinar, December 18, 2009 –––– Page 28PSERC 28
Probabilistic Production CostingExample Results
Primary Energy Source: #6 Oil #2 Oil Coal Nuclear Natural Gas
Total Energy
[GWh/year]
Base Case 62.81 8.14 9171.00 3083.00 665.40
10% PHEV 72.08 9.51 9591.00 3083.00 736.80
20% PHEV 84.56 11.42 9990.00 3084.00 824.00
Percent Change10% PHEV 0.07% 0.01% 3.11% 0.00% 0.53%
20% PHEV 0.16% 0.02% 5.85% 0.01% 1.13%
Figure of Merit: Ave. Cost [¢/kWh]Loss of Load Probability
(LOLP)
Generated Energy
[MWh]
Unserviced Energy
[MWh]
Test System
Base Case 1.27 0.011 12,990,000 15,180
10% PHEV 1.31 0.013 13,490,000 17,960
20% PHEV 1.35 0.015 13,990,000 22,050
Percent
Change
10% PHEV 3.15% 16.98% 3.85% 18.31%
20% PHEV 6.30% 41.09% 7.70% 45.26%
PSERC Webinar, December 18, 2009 –––– Page 29PSERC
Probabilistic Production CostingExample Results (Pollutants)
NOx CO2
Power System
EAP [kg]
Base Case 47,269,504 7,878,934,800
10% PHEV 48,105,359 8,004,246,500
20% PHEV 49,887,315 8,113,374,100
Percent Change10% PHEV 1.77% 1.59%
20% PHEV 3.36% 2.98%
Energy Normalized EAP [kg/MWh] NOx CO2
Base Case 3.7856 856.5478
10% PHEV 3.6936 811.1942
20% PHEV 3.6022 767.9256
PSERC Webinar, December 18, 2009 –––– Page 30PSERC
Probabilistic Production CostingExample Results
CO2 [kg] IC Vehicles PHEVsTotal
VehiclesPower System Total
Total Generated
Energy [MWh]
Base Case 3.248E+09 0 3.248E+09 7.879E+09 1.113E+10 12,990,000
90% IC Vehicles, 10% PHEV 2.923E+09 1.590E+07 2.939E+09 8.004E+09 1.094E+10 13,490,000
80% IC Vehicles, 20% PHEV 2.598E+09 3.181E+07 2.630E+09 8.113E+09 1.074E+10 13,990,000
NOx [kg] IC Vehicles PHEVsTotal
Vehicles
Power
SystemTotal
Total Generated
Energy [MWh]
Base Case 1,905,700 0 1,905,700 4.727E+07 4.918E+07 12,990,000
90% IC Vehicles, 10% PHEV 1,715,130 6,717 1,721,847 4.811E+07 4.983E+07 13,490,000
80% IC Vehicles, 20% PHEV 1,524,560 13,435 1,537,995 4.886E+07 5.039E+07 13,990,000
PSERC Webinar, December 18, 2009 –––– Page 31PSERC
Active Future Distribution Systems (with distributed energy resources – solar, wind, PHEVs, fuel cells,…).
Smart Grid technologies: Distributed Monitoring, Control, Protection and Operations system. Target Speeds 10 times per second
Functions: (a) Optimal operation of the distribution system under normal operating conditions, (b) Emergency management in cases of faults and assist the power grid when needed, (c) Assist Voltage recovery, (d) Assist cold load pickup, (e) Balance Feeder, (f) etc., etc.
Realization of Full Benefits Can Be Only Achieved with Smart Grid Technologies
PSERC Webinar, December 18, 2009 –––– Page 32PSERC
Distribution Management System – New Approach
Real Time Monitoring:
• GPS-Synched Metering
• 3-Phase State Estimation
• Monitoring of XFMR LossOfLife
Real Time Controls:
• Loss Minimization
• Voltage Profile Control
• Emergency Management
• Inertial Controls
• Voltage Stability Control
• Stabilize System transients
• System Reliability
• Increase Operating Limits
Smart Distribution System Technologies
PSERC Webinar, December 18, 2009 –––– Page 33PSERC
Impact on Power Grid Operations
PSERC Webinar, December 18, 2009 –––– Page 34PSERC
PHEVSmartmeter
CombinedHeat andPower (CHP)
Distribution System
Transmission System
Reactive-Power-Capable Devices at the Residential Level
Home Monitoring and Control System
PMU
PMU
Mi = Message to provide reactive power amount Qi at Q-C buses i
Manager of Devices ( )in Reactive Support Group
M2M1*
*
*
We Assumed PHEVs to be an Integrated Part of the Grid
PSERC Webinar, December 18, 2009 –––– Page 35PSERC
PHEV Charging and Wind Generation• How PHEVs are charged can have a significant
impact on grid operations; major synergies with wind for night time charging in midwest
Hourly Wind: August Hourly Wind: April
Source: www.uwig.org/XcelMNDOCwindcharacterization.pdf
PSERC Webinar, December 18, 2009 –––– Page 36PSERC
Grid Impacts of PHEVs
• Depending upon how quickly the PHEVs could be controlled, they could have a major impact on power system operations– Night time charging when LMPs are low– On a minutes timeframe they can provide post-
contingent controls, and could be used as reactive resources
– On seconds they can provide regulation and frequency response
PSERC Webinar, December 18, 2009 –––– Page 37PSERC
Transmission System Approach• Study compared SCOPF scenarios without and
with various amounts of PHEVs in the system.• PHEVs were assumed to be able to supply real
power back to the grid with amount of power dependent upon electric outlet configuration– Range from 15 A, 120 V to 40 A, 240 V– PHEV penetration ranged from zero to 25% – Results reported in terms of % of total load that
can be supplied by the PHEVs
PSERC Webinar, December 18, 2009 –––– Page 38PSERC
Impact of Supply on Percentage of PHEV Load Support
PSERC Webinar, December 18, 2009 –––– Page 39PSERC
IEEE 24 Bus Test System
1
1
PH PH
PHPH
PH
PHPH
PH PH
PH
PH
PH
PH
PH PH
PH
PH
Bus 1 Bus 2
Bus 3
Bus 4Bus 5
Bus 6
Bus 7Bus 8
Bus 9Bus 10
Bus 11 Bus 12
Bus 13
Bus 14
Bus 15
Bus 16
Bus 17Bus 18
Bus 19Bus 20
Bus 21Bus 22
Bus 23
Bus 24
108 MW 22 Mvar
97 MW 20 Mvar
180 MW 37 Mvar
74 MW 15 Mvar
71 MW 14 Mvar
125 MW 25 Mvar
136 MW 28 Mvar
171 MW 35 Mvar
175 MW 36 Mvar
195 MW 40 Mvar
265 MW 54 Mvar
181 MW 37 Mvar
317 MW 64 Mvar
100 MW 20 Mvar
333 MW 68 Mvar
194 MW 39 Mvar
128 MW 26 Mvar
133 Mvar
-63 Mvar
1.00 pu 1.00 pu
0.95 pu
0.96 pu 0.99 pu
1.00 pu
1.00 pu 0.96 pu
0.96 pu 1.00 pu
0.99 pu 0.98 pu
1.00 pu
1.00 pu
0.99 pu
1.00 pu
1.00 pu 1.00 pu
0.99 pu 0.99 pu
1.00 pu 1.00 pu
1.00 pu
0.96 pu
11 MW 10 MW
13 MW 17 MW
7 MW 7 MW
18 MW
18 MW 0 Mvar
8 MW 0 Mvar
14 MW
32 MW
10 MW 19 MW 18 MW 13 MW
26 MW
33 MW
87%A
Amps
The use of the PHEVs to manage contingencies is a key benefit
PSERC Webinar, December 18, 2009 –––– Page 40PSERC
IEEE 118 Bus System
PSERC Webinar, December 18, 2009 –––– Page 41PSERC
IEEE 118 System Contingencies
Using PHEVs to supply energy to the grid requires thatthe infrastructure be available for them to plug in, and thereis sufficient economic incentive for drivers to do so.
PSERC Webinar, December 18, 2009 –––– Page 42PSERC
Conclusions
• Plug-In Hybrids will drastically impact the electric power grid – mostly favorable impact.
• Local infrastructure issues are manageable
• The power grid may have to be drastically expanded for large penetrations.
• The environmental impact is favorable.
• The impact of system security is favorable
PSERC Webinar, December 18, 2009 –––– Page 43PSERC
Project: Power System Level Impacts of PHEVSponsor: PSERC
FacultyJerome Meisel, Georgia Institute of TechnologyGeorge Cokkinides, Georgia Institute of TechnologySakis A. P. Meliopoulos, Project Leader, Georgia Institute of TechnologyThomas J. Overbye, University of Illinois, Urbana
Graduate Research AssistantsCurtis Roe, Georgia Institute of TechnologyRenata Revelo Alonso, University of Illinois at Urbana-ChampaignSteven Judd, University of Illinois at Urbana-Champaign
Credits