Smart Charging & Vehicle-Grid Connectivity A Utility perspective from three several point of views Thomas Theisen Brussels, 17th of November 2010 “Transatlantic Workshop on Electric Vehicles and Grid Connectivity”

Placing standardisation of electric vehicles at the fore The European electricity industry, in Declaration, called upon the Commission in 2009 to support the drive towards standardisation in EV charging systems EURELECTRIC1) is currently working on a position statement prescribing recommendations which have to be taken in account for EV optimal charging under mass market conditions 1) Eurelectric TF „Electric Vehicles“ currently supported by 27 utility experts from all over EU27

Content 1 Charging process between vehicle and charge spot has to be coordinated based on grid capabilities and generation with bidirectional communication „Smart Charging“ 1.1 Today’s grid capabilities could be used with intelligent coordination of charging 1.2 Alternative costs for infrastructure are significantly higher than for controlled “Smart Charging” 1.3 Smart Charging with bidirectional communication enables vehicle-to-grid concepts 1.4 Efficient using of generation capabilities only possible with smart charging

Transformer collapses at 25% market share of EV - under assumption one daily load on arrival at home and charging immediately capacity utilization 120% 100% 0% 20% 40% 60% 80% 00:00 00:50 01:40 02:30 03:20 04:10 05:00 05:50 06:40 07:30 08:20 09:10 10:00 10:50 11:40 12:30 13:20 14:10 15:00 15:50 16:40 17:30 18:20 19:10 20:00 20:50 21:40 22:30 23:20 110% 90% 70% 50% 30% 10% Capacity utilization of transformer increase more than 30% Due to country specific grid characteristics percentage could be even worse Cable could also be limiting factor due to additional load by electric vehicle New designed grids have reserve capacity of about 20% to minimize handling costs In some countries there are situations where single transformer provides energy for only a few households Assumptions: One daily load on arrival at home in the afternoon; Daily mileage of 65km; average consumption of vehicles 20kWh/100km; Charging at 400V/32A/22kW for ~36min; 25% market share of EV‘s; 120 Households per local transformer Source: RWE

High investments could mainly be avoided with “Smart Charging” by coordinating the additional loads Capacity utilization 120% 100% 0% 20% 40% 60% 80% 00:00 00:50 01:40 02:30 03:20 04:10 05:00 05:50 06:40 07:30 08:20 09:10 10:00 10:50 11:40 12:30 13:20 14:10 15:00 15:50 16:40 17:30 18:20 19:10 20:00 20:50 21:40 22:30 23:20 110% 90% 70% 50% 30% 10% No significant impact to transformer with Smart Charging Assumptions: Daily mileage of 65km; average consumption of 20kWh/100km; Charging at 400V/32A/22kW for ~36min; 25% market share of EV‘s; 120 Households per local transformer; Differentiation of the charging location: 25% At home after arriving in the afternoon 50% At home but scheduled according to grid load 25% Different sides (Office, Supermarket, Hobby Locations [e.g. gyms]) Source: RWE

Content 1 Charging process between vehicle and charge spot has to be coordinated based on grid capabilities and generation with bidirectional communication „Smart Charging“ 1.1 Today’s grid capabilities could be used with intelligent coordination of charging 1.2 Alternative costs for infrastructure are significantly higher than for controlled “Smart Charging” 1.3 Smart Charging with bidirectional communication enables vehicle-to-grid concepts 1.4 Efficient using of generation capabilities only possible with smart charging

Without “Smart Charging” high investments in reinforcement of grid infrastructure necessary Investments in transformer1) Other investments in infrastructure Investments in upstream grid Reinforcements of cable2) between households and transformer Simplified grid connection in Germany: 120 households at 1 transformer ... LV MV ...  30 One additional transformer for 30 EVs needed (25% market share of EVs) CAPEX 20.000 – 25.000 € Additional CAPEX of > 25.000 € 630 kVA transformer Household 1) One daily load on arrival at home; Daily mileage of 65km; Charging at 400V/32A/22kW for ~36min ; EV starts charging after connecting Immediately; simplified grid correction in Germany 2) Cable costs 50€/m;  500m additional cable

CAPEX for communication device For utilities investments in „Smart Charging“ at the level of additional transformer – fast amortisation for customer Investments for utilities in Smart Charging Investments for customer in Smart Charging 800 €/ year 200 € ~700 €/ year ... LV MV OPEX fixed tariff2) OPEX variable tariff CAPEX for communication device  30 households with intelligent charge spots requires 30 communication units ( price at mass production 200€1)) Reduction of OPEX with incentives for charging at night and on availability of renewables Cost of 6.000 € for communication at entire street (<< additional transformer) Amortization of communication after two years should be possible Household with intelligent charge spot 1) Price oriented at comparable market products (e.g. DSL router) 2) Average mileage per year: 20.000 km; consumption EV: 20 kWh/100 km; Price electricity normal 0,2 €/kWh; night 0,17 €/kWh (3/4 of charge at night)

“Smart Charging” enables a quick and cost efficient market penetration of EVs Investments for utilities significantly lower by using “Smart Charging” No disadvantage for customer: Fast payback of communication needed for “Smart Charging” Communication allows higher customer convenience Plug and charge Value added services

Content 1 Charging process between vehicle and charge spot has to be coordinated based on grid capabilities and generation with bidirectional communication „Smart Charging“ 1.1 Today’s grid capabilities could be used with intelligent coordination of charging 1.2 Alternative costs for infrastructure are significantly higher than for controlled “Smart Charging” 1.3 Smart Charging with bidirectional communication enables vehicle-to-grid concepts 1.4 Efficient using of generation capabilities only possible with smart charging

Production capacities changing towards renewables Development of production capacities in Germany, 2000 – 2030 160 GW brutto 140 120 Renewables 100 80 60 Gas 40 Coal 20 Nuclear 2000 2010 2015 2020 2025 2030 Nuclear Hard Coal Hydro Other Lignite Natural Gas Oil Renewables Source: ewi/Prognos May 2005

Bidirectional communication between charge spot and vehicle allows charging when renewables are available … Bidirectional communication Vehicle charge at peak production times of renewables 2 4 6 8 10 12 14 16 18 20 22 24 Sun Wind Biomass Charge spot Vehicle Vehicle and charge spot have to communicate: Vehicle user inserts information of end of charge-time and desired mileage Flexible charge can be set up over available time and changed during charging

… and could be used for balancing power which enables high share of renewables in production capacity Charging P Grid Charge spot Discharging 45 million EV in Germany with power of 10 kW  450 GW balancing power capacity! Grid Charge spot 00:00 06:00 12:00 18:00 24:00 Intelligent coordination of charging through bidirectional communication leads to reducing peaks in the grid as well as constant capacity utilisation

Content 1 Charging process between vehicle and charge spot has to be coordinated based on grid capabilities and generation with bidirectional communication „Smart Charging“ 1.1 Today’s grid capabilities could be used with intelligent coordination of charging 1.2 Alternative costs for infrastructure are significantly higher than for controlled “Smart Charging” 1.3 Smart Charging with bidirectional communication enables vehicle-to-grid concepts 1.4 Efficient using of generation capabilities only possible with smart charging

Usage of generation capabilities only possible with „Smart Charging“ 5 Usage of generation capabilities only possible with „Smart Charging“ Development generation capacity, Germany 2005 – 2030 Scenarios for max. additional load for 7 mio. EVs 20 40 60 80 100 120 140 160 Needed capacity New capacities up to 30 GW Replacement of capacities up to 45 GW 77 GW 5 GW 2005 2010 2015 2020 2025 2030 All EV’s charge at the same timeAll EV’s charge at the same time "Smart Charging" with intelligence"Smart Charging" with intelligence Source: BDEW, EU Trends to 2030, RWE, TU Dortmund Assumptions: Charging at 400V/16A/3phase/11kW Hydro Lignite Gas Nuclear Hard coal Other

www.rwe-mobility.com HOW TO START A REVOLUTION? START. AC charging posts are the solution for European utilities www.rwe-mobility.com

Transatlantic Workshop on Electric Vehicles and Grid Connectivity G4V – grid-for-vehicles Project Thomas Theisen, RWE Rheinland Westfalen Netz AG Project coordinator 17 November 2010 Brussels

The G4V consortium 12 partners from eight countries Energy utilities Scientific partners North Central South

Overview – the G4V-project Project duration: Jan 2010 – June 2011 time-horizon: 2030 Key – Question: What needs to be started now in order to enable a mass market of EV? technical issues legal framework business model customer convenience environmental aspects Recommendations

Influencing Parameters market penetration (subsidies ?) regional distribution temporal distribution directionality (uni/bi) kind of vehicle (BEV/PHEV) kind of battery (Li-Ion?) battery capacity (1kWh - 35kWh, usable percentage ?) battery exchangeability (yes/no) energy demand (approx. 6kWh/d, log-normal distribution) connection power (3.7kW - 40kW) market access regulation … 20 30.04.2018 Thomas Dederichs – RWTH Aachen University

Definition of Szenario-worlds How could the development in the European electricity sector look like? Business as usual Main differences: regulatory framework charging control strategies grid infrastructure services „EV – optimal“ Reasonable innovations

Overview about Control strategies Main objectives: Integration Renewables LV-grid – congestion management Exploitation of EV’s flexibilities 22 30.04.2018

„G4V Impact Assessment Approach“ agent based geographically referenced high time resolution (15min) long duration (2010-2030+) HV/MV/LV grid data socio-economic data regional driving patterns G4V model Impact 23 30.04.2018

„G4V Impact Assessment Approach“ $ $$ $$$ 24 30.04.2018

„EU-27 Impact Assessment“ North,South, Central Europe $ Extrapolation of local results to national level Urban, Rural, Suburban Extrapolation to EU-27 impacts 25 30.04.2018

Exemplary results - Probabilistic load flow Specs: suburban grid: 630kVA transformer 250 households Energy consumption 2000-4000kWh/a Radial distribution grid Battery capacity 35 kWh Penetration rate: 12,5% only a few transformer overloads Necessary to include a safety margin (probability of occurrence) into grid assessment 26 30.04.2018

V2G for Aggregation V2G using „plug-in“-capable electric vehicles as a massively distributed storage for grid services such as balancing power Aggregation technical requirements (ICT, Charger, …) load flow calculations and impact on grid-levels (LV, MV, HV)  interdependencies! business case (reserve power market) Frequency control: V2G vs generators?  Comparison needs to be elaborated! 27 30.04.2018

Thank you! also please visit: www.g4v.eu Contact: RWE Rheinland Westfalen Netz AG New Technologies Thomas Theisen +49 201 12 29387 thomas.theisen@rwe.com 28

Suggestion of common agreement from Eurelectric on three key topics 1 Charging process between vehicle and charge spot has to be coordinated based on grid capabilities and generation with bidirectional communication (“Smart Charging”) 2 AC charging posts are the solution for European utilities 3 RFID solutions do not fulfill future needs like integration of renewables and grid capacity

OEMs harmonizing and discussing their ideas to speak with one voice … Example Plugs Example DC 0KW 44KW AC DC low DC mid DC high Changing of plug and socket at EV side AC and DC charging for lower voltage in parallel?

… while utilities working on different concepts Example „Plug and Charge“ Example RFID Example Credits in the vehicle Cell phone Bidirectional communication between charge spot and vehicle Automatic authentication Coordination with grid capabilities Integration of renewables By swiping the RFID card plug opening could be opened and consumed energy could be associated to costumer Prepaid system with credits in the vehicle

Utilities have to place their requirements to set the base for utility friendly usage of E-Mobility in Europe Grid Renewables Generation

Volatile renewables cause peaks in the grid Daily feed-in of renewables (exemplarily) Peak times for photovoltaic at noon Rapid growing of wind offshore Partly negative prices Stopping generation at peak times Wind Sun Biomass 2 4 6 8 10 12 14 16 18 20 22 24