Don Scoffield

Potential for Plug-In Electric Vehicles to provide grid support services

Since the introduction of Plug-in Electric Vehicles (PEVs), scientists have proposed leveraging PEV battery packs as distributed energy resources for the electric grid. PEV charging can be controlled not only to provide energy for transportation but also to provide grid services and to facilitate the integration of renewable energy generation. With renewable generation increasing at an unprecedented rate, most of which is non-dispatchable and intermittent, the concept of using PEVs as controllable loads is appealing to electric utilities. If incentivized suitably, this could serve as an additional driver for PEV adoption. It has been widely proposed that PEVs can provide valuable grid services, such as load shifting to provide voltage and frequency regulation. The objective this work is to address the degree to which PEVs can provide grid services and mutually benefit the electric utilities, PEV owners, and auto manufacturers.

Where do Nissan Leaf drivers in The EV Project charge when they have the opportunity to charge at work

This paper invesigates where Nissan Leaf drivers in the EV Project charge when they have the opportunity to charge at work. Do they charge at work, home, or some other location?

Magnitude and Variability of Controllable Charge Capacity Provided by Grid Connected Plug-in Electric Vehicles

As market penetration of plug-in electric vehicles (PEV) increases over time, the number of PEVs charging on the electric grid will also increase. As the number of PEVs increases, their ability to collectively impact the grid increases. The idea of a large body of PEVs connected to the grid presents an intriguing possibility. If utilities can control PEV charging, it is possible that PEVs could act as a distributed resource to provide grid services. The technology required to control charging is available for modern PEVs. However, a system for wide-spread implementation of controllable charging, including robust communication between vehicles and utilities, is not currently present. Therefore, the value of controllable charging must be assessed and weighed against the cost of building and operating such as system. In order to grasp the value of PEV charge control to the utility, the following must be understood: 1. The amount of controllable energy and power capacity available to the utility 2. The variability of the controllable capacity from day to day and as the number of PEVs in the market increases.

Charging and Driving Behavior of Nissan Leaf Drivers in The EV Project with Access to Workplace Charging

 A sample of 622 Nissan Leaf drivers participating in The EV Project with access to workplace charging charged at work on 53,351 vehicle days between March 2011 and December 2013.  On nearly a quarter of those days, drivers drove far enough that they could not have completed their daily driving without workplace charging, even if they fully charged at home.  On about half the days, drivers fully charged at home and “topped off” at work. On about a quarter of the days, drivers only charged at work, even though they had access to home charging.  While 14% of vehicles needed workplace charging to complete their daily commutes most of the time, 43% of vehicles needed it some of the time (i.e., on at least 5% of commuting days). This shows that workplace charging is valuable as a range extender for drivers who live far from work, as well as drivers who sometimes need additional driving range beyond their typical commute.  On days when drivers charged at work, they drove an average of 15% farther than days when they did not charge at work. This demonstrates that workplace charging provides a significant benefit for increasing electric vehicle miles traveled.  In fact, on days when drivers needed workplace charging, they drove 15 more miles, on average, than they would have been able to drive without workplace charging. The average commute on those days was 73 miles.

Where do Chevrolet Volt drivers in The EV Project charge when they have the opportunity to charge at work

This paper investigates where Chevy Volt drivers in the EV Project charge when they have the opportunity to charge at work. Do they charge at home, work, or some other location.

Workplace Charging Case Study: Charging Station Utilization at a Work Site with AC Level 1, AC Level 2, and DC Fast Charging Units

This paper describes the use of electric vehicle charging stations installed at a large corporate office complex. It will be published to the INL website for viewing by the general public.

Results from the Operational Testing of the General Electric Smart Grid Capable Electric Vehicle Supply Equipment (EVSE)

The Idaho National Laboratory conducted testing and analysis of the General Electric (GE) smart grid capable electric vehicle supply equipment (EVSE), which was a deliverable from GE for the U.S. Department of Energy FOA-554. The Idaho National Laboratory has extensive knowledge and experience in testing advanced conductive and wireless charging systems though INL’s support of the U.S. Department of Energy’s Advanced Vehicle Testing Activity. This document details the findings from the EVSE operational testing conducted at the Idaho National Laboratory on the GE smart grid capable EVSE. The testing conducted on the EVSE included energy efficiency testing, SAE J1772 functionality testing, abnormal conditions testing, and charging of a plug-in vehicle.