Infrastructure Working Council Meeting: Presentations Day One
June 2014 E3 Higher RPS Study Briefing for EPRI IWG
June 18, 2014
Key Study Question
What are the requirements, operational challenges, potential solutions, costs and consequences of integrating 50% RPS by 2030 in California?
Incremental Renewable Energy to meet…
50% RPS (27 TWh) 46 TWh 40% RPS (19 TWh)
33% RPS (4 TWh)
Renewable generation needed to meet 33% RPS by 2020 (85 TWh)
2 50% RPS is a New Challenge
California still does not have operating experience at 33% RPS
No other country or state has achieved an equivalent RPS above 30% anywhere in the world
• Germany: 22% renewables in 2012
• 7.4% wind, 4.5% solar • Spain: 24% renewables in 2012
• 18% wind, 4% solar • Denmark: 30% wind in 2012
• Assisted by interconnections with Germany & Norway • Norway, New Zealand & British Columbia achieve higher renewable penetrations with large hydroelectric resources which do not count towards RPS in California 3
Sizing up the famous duck chart
The CAISO duck chart illustrates operational challenges at 33% RPS
It shows just a single day in March as renewables rise to 33%
E3’s study looks at thousands of potential operating days as renewables rise to 50%
Core question: How serious and pervasive are operating challenges as renewable penetration rises above 33%?
Dog days and duck days: Managing Net Load will be the challenge
Sweltering Summer Day Delightful Spring Day High Variable Renewable Penetration Stresses the Grid in New Ways
“Dog Days” “Duck Days” Highest Load Day Highest Ramp Day
Historical system planning challenge: Historically an easy day to manage meet gross peak load on hottest days Emerging system planning challenge: High renewable penetration makes net manage diurnal swings in net load peak lower and later Need enough flexibility Need enough generating capacity Example Day in April: 33%, 40% and 50% RPS
E3’s REFLEX model simulates how the system operator dispatches available resources to manage net load
Overgeneration
• Occurs when system cannot absorb all renewable energy without risking an outage.
• Shown in red Overgeneration increases above 33%
• Can be very high under the 50% Large Solar case
• Diversifying the renewable portfolio reduces overgeneration
• Fossil generation is reduced to minimum levels needed for reliability
7 Overgeneration is extensive and can occur in any month
Average overgeneration (MW) by month-hour, 50% Large Solar Case:
Hour of the Day 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Overgeneration, MW Jan 12,000 Feb 10,000 Mar Apr 8,000 May Jun 6,000 Jul Aug 4,000 Sep Oct 2,000 Nov Dec 0
8 E3 investigated several potential solutions
Potential solutions:
• Diversified portfolio (more wind and geothermal, less solar)
• Enhanced regional coordination
• Conventional demand response (down only)
• Advanced demand response (down and up)
• Energy storage PEVs not modeled explicitly, but managed charging is similar to advanced DR and energy storage
Solutions considered individually (each @ 5000 MW)
Solutions may be combined:
• Further study needed to identify optimal combination
• Best mix of solutions depends on renewable portfolio
9 Potential Integration Solution: Advanced Demand Response
PEVS are a potential source of flexible load
Charge during day at work and late at night at home
V2G provides an extra boost (discharge early evening)
10 Potential Integration Solution: Energy Storage Case
Adding 5,000 MW of diurnal energy storage in CA reduces overgeneration
Storage charges during the day & discharges at night.
PEVs can do this!
Example April day 11 Some implications for PEVs
Value proposition for PEVs shifting away from managing system peak load toward helping manage daily swings in solar generation
Frequency regulation will be less important
From a grid perspective PEVs represent a huge and growing reservoir of low cost energy storage
Requires pervasive workplace charging, cars plugged in throughout the day
TOU as we know it will become irrelevant and dynamic pricing/DR will be more important
Aggregation and automation are the key: consistent standards, communications, metering are essential for PEVs to be a true grid resource
12 Implications of high renewable penetration differ by region: depends on renewable resource mix
Projected Capacity and Generation Mix by Region in 2050 NREL Incremental Technology Improvement 80% Renewable Scenario
Onshore Wind Dominates Offshore Wind Dominates
Solar Dominates Mostly Biomass and PV
Source: National Renewable Energy Laboratory, Renewable Electricity Futures Study, p. 3.6 http://www.nrel.gov/docs/fy12osti/52409-1.pdf Thank You!
Nancy E. Ryan Director, Policy and Strategy Energy + Environmental Economics (E3) [email protected]
http://www.ethree.com/public_projects/renewables_portfolio_standard.php Supplemental Slides REFLEX uses a novel simulation approach to analyze 2030 integration challenges
The Renewable Energy Flexibility (REFLEX) approach uses stochastic production simulation to understand grid stresses in 2030 resulting from 50% RPS (+7000 MW of solar PV)
• Grid dispatch for hundreds of simulated days
• 63 years of load conditions, 42 years of hydro, 3 years of solar, 3 years of wind
• 24 hours of time-sequential operations in day-ahead, hour-ahead and five- minute time-steps Calculates the likelihood, magnitude, duration and cost of
flexibility violations to inform solutions 10000 80000 5000 8000 4000 60000 6000 3000 40000 4000 2000 Load (MW) Load 20000 2000 1000 Power (MW) Solar Wind Power (MW) Power Wind 0 0 0 0 10 20 0 10 20 0 10 20 Hour of Day Hour of Day Hour of Day Load Wind Solar 16 Four related planning challenges
1. Downward ramping capability 3. Upward ramping capability
Thermal resources operating to serve loads at Thermal resources must ramp up quickly from night must be ramped downward and potentially minimum levels during the daytime hours and new shut down to make room for a significant influx of units may be required to start up to meet a high net solar energy after the sun rises. peak demand that occurs shortly after sundown. 2. Minimum generation flexibility 4. Peaking capability
Overgeneration may occur during hours with high The system will need enough resources to meet the VER production even if thermal resources and highest peak loads with sufficient reliability imports are reduced to their minimum levels. A system with more flexibility to reduce thermal generation will incur less overgeneration.
17 Overgeneration Statistics
Overgeneration is minimal at 33% RPS, but increases to nearly 9% of available renewable energy under the 50% RPS Large Solar scenario
50% RPS Overgeneration Statistics 33% RPS 40% RPS Large Solar Total Overgeneration GWh/yr. 190 2,000 12,000 % of available RPS energy 0.2% 1.8% 8.9% Overgeneration frequency Hours/yr. 140 750 2,000 Percent of hours 1.6% 8.6% 23% Extreme Overgeneration Events 99th Percentile (MW) 610 5,600 15,000 Maximum Observed (MW) 6,300 14,000 25,000
18 Smart Grid Integration into the Internet of Things
Benefits of a bigger picture
June 18, 2014/EPRI IWC Slav Berezin, General Motors 1 So, what is the “Internet of Things”? IoT Source: IEEE Standards Association
June 18, 2014/EPRI IWC Slav Berezin, General Motors 2 Global Energy Demand
Source: U.S. EIA (Energy Information Administration)
Electricity consumption rising, as global population increases, even in a slowly growing global economy (from 20,300 TWh in 2008 to 33,000 TWh in 2030)
June 18, 2014/EPRI IWC Slav Berezin, General Motors 3 Smart Grid “Big Bang”
… Efficient Energy Generation and Distribution combined with Advanced Monitoring and Control
Source: STMicroelectronics
June 18, 2014/EPRI IWC Slav Berezin, General Motors 4 Smart Technology “Universes”
… Beyond Smart Grid one, they exist for home automation/entertainment, remote patient monitoring, etc.
Source: STMicroelectronics
June 18, 2014/EPRI IWC Slav Berezin, General Motors 5 How did we get there?
WOW!
By combining various features/functionality onto a single platform and allowing others to develop applications for it… Plus the “Wow” factor of course!
June 18, 2014/EPRI IWC Slav Berezin, General Motors 6 So where is the “common ground”?
Where the majority Public of charging is taking place nowadays
Source: Global Sustainable Lifestyle Network, Inc Workplace Observe customer’s behavior
Residential Predict customer’s needs Anticipate “the next big thing”
June 18, 2014/EPRI IWC Slav Berezin, General Motors 7 Home as the Center of IoT ‘Universe’ for Smart Grid
Solar Panel
Home Controller & Lighting control Multimedia Gateway
Vehicle to Grid
Smart Appliances & load management
Smart Meter
June 18, 2014/EPRI IWC Slav Berezin, General Motors Source: STMicroelectronics 8 Applications vs. Communication Pathways
1) The use cases (application) for EV to Grid Communications have driven development and standardization of the link’s PHY layer (PLC) The immediate implementation of this link is delayed due to presently weak business case
2) Nevertheless, new applications can be developed which could be found attractive to interested consumers 1 2 Bundling Smart Grid related services may help to improve the business case
3) Integration of a smart grid applications suite as a whole into a much broader marketplace is more likely to lead to the acceleration of developments for overall customer needs around the home, including EVs!
June 18, 2014/EPRI IWC Slav Berezin, General Motors 9 Hybrid Home Networking
. IEEE 1905.1 defines an abstraction layer that provides a common interface for the most compelling and deployed home networking technologies in the market.
. A broad base of industry-leading chipmakers, equipment manufacturers and service providers collaborated to publish the Standard in 2013. . Great for the industry--enhances user experience and enables next generation connected services for consumers. June 18, 2014/EPRI IWC Slav Berezin, General Motors 10 Future Hybrid Home Networking
. IEEE 1905.1a Standard for a Convergent Digital Home Network for Heterogeneous Technologies Amendment: Support of new MAC/PHYs and enhancements.
. Supports other MAC/PHYs which can be added by requesting OUI’s from IEEE and through a registration process. . Expect to be completed in 2014.
June 18, 2014/EPRI IWC Slav Berezin, General Motors 11 Connected vehicle
Source: ChristArt.com l’auto
• It is here.
• The possibilities are only limited by your imagination and a … business case!
12 June 18, 2014/EPRI IWC Slav Berezin, General Motors
Conclusions
For a full benefit to a customer and manufacture/provider, a single platform supporting multiple applications carried over various communication links (MAC/PHY) is the way to go. Think an OS!
At the same time, using multiple MAC/PHYs to support a single application/protocol increases reliability, throughput, and coverage (e.g. IEEE 1905). Think happy customers!
Combo Charging System, OEM EV to Utility Communication Architecture are examples of future proofing to support new services. Think economy of scale, reuse and cost savings!
June 18, 2014/EPRI IWC Slav Berezin, General Motors 13 Smart Charger Architecture
Oleg Logvinov
Director, Special Assignments
Industrial and Power Conversion Division
June 18, 2014 Who we are 2
• A global semiconductor leader • The largest European semiconductor company • 2013 revenues of $8.08B • Approx. 45,000 employees worldwide • Approx. 9,000 people working in R&D • 12 manufacturing sites • Listed on New York Stock Exchange, Euronext Paris and Borsa Italiana, Milano
As of December 31, 2013 Where you find us 3
Our MEMS & Sensors are augmenting Our digital consumer products the consumer experience are powering the augmented digital lifestyle
Our automotive products Our Microcontrollers are making driving safer, are everywhere greener and more making everything smarter entertaining and more secure
Our smart power products are allowing our mobile products to operate longer and making more of our energy resources ST and Smart Grid Market 4 • More than 20 years in power line communication (PLC) • 80% global market share in PLC-based Smart Meter (*) • More than 50 million PLC transceivers sold up to date
Smart metering
Home and building automation
Command and control
Energy management
(*) ABI Research, ARM Data, June 2013 Power Line Communication Roadmap 5
STreamPlug SoC STarGRID SoC • OFDM, 200 Mbps Platform • ARM9 core app. LINUX • HomePlug AV/GP compliant
ST7590 •OFDM, 128 Kbit/s • PRIME certified COMET Smart Meter SoC
• Multi standard DSP modem, 500kbps • Energy Metering ,AFE ST7580 • Cortex M4 core with Flash • n-PSK, 28.8 Kbit/s • Protocol agnostic ST75MM • B-PSK, 4.8 Kbit/s ST7570 • Meters&More compliant •S-FSK. 2.4 Kbit/s • IEC 61334-5-1 compliant
Today 2013 2014 EV Charging Equipment Sales to Grow 10X by 2020 6
http://www.eetimes.com/document.asp?doc_id=1320814&itc=eetimes_sited efault&cid=NL_EET_Daily_20140129&elq=8d8392f83c1c4dc581adb2c0642 f954a&elqCampaignId=14734 Embracing the IoT in Smart Home 7
Smart Lighting
Entertainment Intelligent Locks
Smart Appliances
Electric Vehicle Smart “Me”
Smart Energy
Pool
HVAC & Sump Pump Toys & Games The Use Case 8
• Communication between EV and EVSE is needed to support: • Smart Electric Vehicle Charging Station including billing, Smart Grid and Smart Home integration, etc.
Power
OCPP v1.5/v2.0 ISO 15118 ( V2G ) SEP 1.1 / 2.0 J1772 / IEC 62196 • Two types of communication: • Pilot Line to support low level and safety information Defined on J1772 and IEC 62196 (Level 1&2 Charger and Level 3 Charger ) • HomePlug Green PHY PLC to support DC and Smart Charging Defined in ISO/IEC 15118
OCPP : Open Charge Point Protocol Connectivity Needs (“Northbound”) 9
Ethernet, Wi-Fi, and HomePlug AV/GP for Local Network
ZigBee for Smart Energy Smart Charger LCD for the local UI
USB for mass storage
3G/4G for the cloud connectivity
HomePlug GP for the communication with EV SW Overview (An Example of Implementation) 10
STreamPlug
Application Layer Gateway
User Interface & ISO/IEC SEP 1.x OCPP OpenADR …. System 15118 and 2.0 Functions
Linux and BSP
UART LCD HomePlug CAN ZigBee WiFi Ethernet Cellular Controller Green PHY GPIO
3rd Party ST Smart Home End2End Architecture 11
Developer Remote Access
Local access Gateway
Backend System
Charger Smart Home Gateway Charger 12
Customer WEB Apps Applications & Services (optional) JSON RPC
Home Automation Manager Remote Management
Home Device Manager Charging Network Stack Config SEP2 Interface Zigbee ZWave BT I/F OSGi
JVM
Pre-Integrated Smart Home Software
Smart Charger
Pre-integration 3rd party ST ST2100: Highly Integrated HomePlug SoC 13
SoC Highlights • Application Processor and HomePlug AV/GP Gateway/Bridge in a single SoC • Designed to address multiple applications from M2M Gateway to IoT Embedded Devices • Native support for CDHN (Convergent Digital Home Network (CDHN) Abstraction Layer (IEEE1905.1) • Rich set of interfaces • SW Virtualization and Linux support
ST2100
Hypervisor Hypervisor and Linux OS support LINUX support OS make STreamPlug easy to develop Linux-based applications respecting real time constrains for PLC communication Charger Hardware Overview 14
AC/DC EVSE DC for electronic Charger Level 1&2 Power L CORE for AC&DC GRID N Charging
Charger Level 3
AC/DC
CHARGER
Isolation & GFCI Ground Monitoring
Pilot Line USER Interface Proximity EVSE Control Unit Detection LCD/BUTTON/ETHERNET ... MEVSE Temperature
GND +5V
Charger Contact Relay
ST LUX
PWM 12V /+ - PL Discrete Dri ver Coupling
UART
ST2100
MEVSE EVSE Controller Architecture Overview 15 (MEVSE*)
SPI ST2100 PCIe PCIe connector CLCD 8b USB (PCIe interface)
Flash SPI
DDR2
Interfaces MII JTAG UART1 VLD CAN1&2 TX LINE GPIO / I2C Filters/Protection/OPA PLC interface IrDA RX LINE SPORT Filters/Protection
UART2 5V 5V STLUX PWM(x2) Pilot Line CMP(x2) Discrete Coupling ADC(x1) Power ADC(x1) Regulation On-Board interface Temperature sensor V V 12 12 JTAG SWIM + -
PWM Discrete 1k Proximity GPI/GPO/ADC LS Driver Pilot Line
3.3V 3.3V RST MGT ADC Plilot Line monitoring Switch interface DCDC 5V 3.3V ADC/GPI Level1,2&3 GFCI Level1,2&3 Current Sense DCDC LDO ADC VLD 1.8V ADC Level3 Temperature sense ADC Level3 Proximity monitoring Safety and Control Single voltage DCDC ADC/GPI x2 ( tbc ) Level3 Isolation/Ground Monitoring DCDC GPO (x2) Control CONTACT to Enable/Disable Electrical Charger Path ( AC&DC ) Charger Interface supply 1.2V GPO Ventillation control - Optional
* Developed in collaboration with Tatung Company
SAE J3068: Electric Vehicle Power Transfer System Using a Three-phase Capable Coupler
Rodney McGee University of Delaware
EPRI IWC
SAE J3068 1 Current Situation for Three Phase Charging
– There are a variety of heavy and medium duty electric vehicles with on-board three phase AC chargers using a variety of plugs including some proprietary systems. – Some common issues • Some use standard NEMA or IEC outlets that are always energized for EV • Some lack plug proximity or interlock to prevent decoupling while charging, which causes arcing • Supply without ground fault protection
Three-phase school bus in California
SAE J3068 2 Current Situation for Three Phase Charging
– UL approved three-phase EVSE – Robust proprietary plug from Meltric – 208 VAC 80 A 3-phase -> 30 kW
Smith EV with three-phase
New ClipperCreek CS-100-3P three-phase 30kW
SAE J3068 3 Scope of J3068
– The SAE has authorized a document for three-phase AC charging for electric vehicles – Scope This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer to an electric vehicle using a coupler capable of, but not limited to, transferring three-phase AC power. It defines a conductive power transfer method including the digital communication system. It also covers the functional and dimensional requirements for the vehicle inlet, supply equipment outlet, and mating housings and contacts. – Targeted towards charging at commercial and industrial locations or other places where three-phase power is available and preferred.
SAE J3068 4 Initial proposal to Hybrid EV committee
– EV energy transfer system supporting common North American three-phase AC grid supplies – Propose using an existing EV connector • IEC 62196 Type 2 • Interlock required to prevent connector removal during charging Type-2 Inlet • L1,L2,L3,N,GND: 6mm L1,L2,L3,N,GND,CP,PP conventional contacts ~ 63A* advanced contacts ~ 120-160A† – For comparison J1772 (IEC Type 1) • L1,L2/N: 3.6mm conventional contacts ~ 30A advanced contacts ~ 80A • Combo: DC+/-: 8mm ~ 200A Type-1 Inlet L1,L2/N,GND,CP,PP
*IEC only defines the Type 2 to 63-amp SAE J3068 †Current limit based on designs 5 SAE 3068 would extend that rating from two coupler manuf.
Initial proposal to Hybrid EV committee
– Communication • Exchange operating parameters for supply and load – Verify compatibility before energization • Able to exceed 80A • Able to exceed 240V nominal – Allowing 277VAC single phase / 480VAC three phase – Initial working proposal • Single-ended CAN over the Control Pilot (IEC 61851 ED3 Annex D) – Also considering and will study in committee • PLC over Control Pilot required for baseline AC transfer • There are tradeoffs to be discussed • Either way PLC compatible
SAE J3068 6 Initial proposal to Hybrid EV committee Continuous 277VAC 1Φ 208VAC 3Φ 480VAC 3Φ Breaker (A)* (A) (kW) (kW) (kW) [NEC] 16 4.4 5.8 13.3 20 20 5.5 7.2 16.6 25 32 8.9 11.5 26.6 40 64 17.5 22.7 52.4 80 80 22.2 28.8 66.5 100 100 27.7 36.0 83.1 125 120 33.2 43.2 99.8 150 140 38.7 50.4 116.4 175 160 44.3 57.6 133.0 200 • *NEC 240.6 Fuses and Fixed-Trip Circuit Breakers. The standard ampere ratings for fuses and inverse time circuit breakers shall be considered: 15, 20, 25, 30, 35, 40, 45, 50, 70, 80, 90, 100, 110, 125, 150, 175, 200, … • *NEC 625, EV loads are considered continuous loads and the breakers rated at 125%. Breakers in other counties are differently rated.
SAE J3068 7 Example – Tesla charger topology
L1 Each “box” is ~3.6kW is a phase board Grid 3-phase WYE Three phase boards form a 10/11kW module Up to 2 modules installed in vehicle give 20/22kW N 85-318* VAC full operating range
Grid single-phase L2 L3 L1 L2/N
Same on-board chargers with different hook up in inlet wiring box
Three-phase on-board configuration 11/22 kW Single-phase on-board (Also used in supercharger stack-up) configuration 10/20 kW
* 277VAC used in supercharger installs with 480/277Y; Vehicles are currently configured for 85-265 VAC limits SAE J3068 8 Example – EPC Power Integrated 3-phase system
– Single device for driving and charging modes – Up to 70kW charger – 250 kW motor inverter – Water cooled – 208 and 480 VAC versions
Front of class 8 truck
SAE J3068 9 Example – EDN Group On-board Charger
– Model CMP460-01 – 16kW 480 (400-550) VAC three-phase supply – 350-1022 VDC battery back – Ideal for 20A continuous / 25A breaker – Water cooled
SAE J3068 10 Status of J3068
– Members have joined from various industries • EVSE manufacturers • OEMs • Coupler manufacturers • National labs (NREL & ANL) – We are now ready to start meetings
Please Join the J3068 Team to Help
SAE J3068 11 Backup
SAE J3068 12 NFPA 70 – NEC
– Current definitions and scope seem fine • “625.4 Voltages. Unless other voltages are specified, the nominal AC system voltages of 120, 120/240, 208Y/120, 240, 480Y/277, 480, 600Y/347, and 600 volts.” – Need to identify any possible issues with current code • No major issues identified yet • NEC 2017 is open for public changes this summer into early fall
SAE J3068 13 UL 2594 1st edition
– Need to review this document for needed changes • So far so good; needs a more careful read through – Scope: • 1.1 This Standard covers conductive electric vehicle (EV) supply equipment with a primary source voltage of 600 V ac or less, with a frequency of 60 Hz, and intended to provide ac power to an electric vehicle with an on-board charging unit. This Standard covers electric vehicle supply equipment intended for use where ventilation is not required. – Electric vehicle supply equipment covered by this Standard includes: • … • f) Permanent EV Charging Station – Rated 600 Vac maximum, intended for indoor or indoor/ outdoor use; or • g) Permanent EV Power Outlet – Rated 600 Vac maximum, intended for indoor or indoor/ outdoor use. – 6.2 EV charging stations • 6.2.1 EV charging stations shall be provided with an EV receptacle or an EV connector on the vehicle side of the device.
SAE J3068 14 UL 2202 2nd edition
– Need to review this document for needed changes – From section 11.7: Identification • a) 120 volts, 2-wire; • b) 120/240 volts, single-phase, 3-wire; • c) 208Y/120 volts, two-phase, 3-wire; • d) 208Y/120 volts, three-phase, 4-wire; • e) 480Y/277 or 600Y/347 volts, three-phase, 4-wire in which the neutral is used as a circuit conductor; • f) 240/120 volts, three-phase, 4-wire in which the midpoint on one phase is used as a circuit conductor; or • g) 240 or 480 volts, three-phase, 3-wire, corner-grounded delta;
SAE J3068 15 Decisions to be made though consensus
– Decide whether to adopt IEC Type-2 as a three-phase AC charging coupler – Decide the required baseline communication – Allowable three-phase AC supply configurations • 208, 240, 480, 600 VAC • Wye or Delta transformer configuration • Neutral present or not • Digital communication is helpful here. – Remember some of goals are different then passenger car and that corresponding public charging infrastructure
SAE J3068 16 Three-phase Power System in the US
• Other variants include 240 delta and 480 delta which either have no neutral or mid-point neutral, while delta is common for the high voltage electrical distribution system. These systems are less common for new installations. • Canada uses 347/600Y instead of 277/480Y • Split-phase 120/240 is used for US residential
SAE J3068 17
IEC Type 2 Coupler System
SAE J3068 18 Can SAE make normative references in a document to IEC standards?
– Yes, an example of this is J1113/1: • “By reference, IEC CISPR 25 is adopted as the standard for the measurement of component emissions. In the event that an amendment is made or a new edition is published, the new IEC document shall become part of this standard six months after the publication of the IEC document.” • “SAE reserves the right to identify exceptions to the published IEC document with the exceptions to be documented in SAE J1113-41.” – This seems like a good approach to take if we decide to adopt any parts of the J3068 system that are already defined in the IEC. – Identify places where we need to differ because of national rules, codes, and our requirements
SAE J3068 19 IEC EVSE Socket Female – Type 2
Sheet A
SAE J3068 20 IEC Cordset “cases”
May seem unusual at first but “Case A” is already popular for special purpose vehicles
“Case B” may be use for many situations where a permanently connected cord is not desirable.
“Case C” should look familiar to those familiar with J1772
SAE J3068 21 IEC 62196 Proximity Current Coding
Rc Continuous amp rating cord limit Breaker NEC 1.5kΩ 13A 15A (12A PWM) 680Ω 20A 25A 220Ω 32A 40A 100Ω 63A 80A 56Ω* Limit set by Control Pilot only For permanently attached cordset 33Ω* Interrupt power flow
Remember the nominal charging current limit is as interpreted by the EV defined as the minimum of EVSE supply limit (from the control pilot) and cordset limit (from plug proximity).
*Proposed for J3068
SAE J3068 22 Changes need from 62196
– Allow nominal voltages up to 600 VAC (500 VAC in IEC) – Specifications for contact plating – Add a resistor coding for fixed “Case C” cordset. – Might increase minimum “packing room” to allow for heavier duty housings and bigger wires in the future
SAE J3068 23
CAN Bus over Control Pilot
SAE J3068 24 CAN over Control Pilot – Digital replacement for the PWM part of the control pilot – Electrically compatible with PLC – Keeping the same voltage levels (12V,9V,6V) • Verification of Equipment Grounding Continuity • Verification of Vehicle Connection – Allows communication of basic supply parameters • Beyond the PWM 6A-80A supply limit • Supply voltage (208,240,480,600) {L1,L2,L3,N} • Supply current (0-250A) – Standardization underway in IEC-61851 Edition 3 Annex D – Extra hardware • Receive circuit - low speed voltage comparator • Transmit circuit - solid state analog switch • Some passives for EMC • Extremely low-cost transceiver ~$1
SAE J3068 25 Functions of the Control Pilot
Functions (From J1772) How J1772 does it? How does CAN-CP does it? Verification of Vehicle Asymmetric Pilot load via {R3,D1} Two way digital communication established AND Connection CP positive edge voltage = {B,C,D} AND if Pilot voltage level = {B,C} OSC=On then negative edge voltage = {F} EVSE Ready to Supply Oscillator=On and in range SeState = “SeReady” & SeAvailableCurrent{x} > 0A Energy
EV/PHEV Ready to Accept CP Positive edge voltage = {C,D} AND EvState = “EvReady” & CP voltage = {C} indicate the Energy CP Negative edge voltage = {F} vehicle is ready
EvState = “EvReady” or CP voltage = {B} indicate the vehicle is not ready Verification of Equipment Grounding conductor provides a return path Equivalent to J1772 Grounding Continuity for the control pilot. If CP voltage = {A,E,F} … then De-energize … {A} causes EVSE to de-energize (100ms) {E,F} causes EVSE to de-energize (3s) Additionally if the CAN bus is in Error {stuck at E} then De-energize (the same requirement as above) EVSE Current Capacity PWM Duty Cycle = 6-80A SeAvailableCurrent{L1,L2,L3,N} = 0-250A
Values above 250A are reserved for future use
SAE J3068 26 CAN-CP Circuit
SAE J3068 27 Single-wire CAN Bus?
• SAE J2411 CAN and LIN bus are single ended unshielded systems and good to compare to CAN-CP • CAN-CP does not push single-wire CAN technology past established typical operation
SAE J2411 LIN Bus 2.2 CAN-CP 33.3+ kbit/s 20 kbit/s 20 kbit/s
Max 13700 pF 10000pF 5500pF Capacitance
Max Nodes ~32 ~64 2
Max Length 60 meters 40m ~7.5 meters Net Resistance 270-4596 ohms ~1000ohms 733/469 ohms CAN-CP Waveforms CAN Messages Plugin 9V Unplugged 12V S2 closed 6V Plugin 9V
S2 closed 6V
CAN Messages
CAN Message • The bit width at 20Kbs is that same as the positive width of a 5% duty cycle PWM • Uses standard CAN controller paired with simple transceiver • EVSE uses same voltage sensing for safety features • Functional over entire range of allowed capacitance and inductance for J1772 Control Pilot • Reception of every message not required for correct operation; noise tolerant
SAE J3068 29 CAN-CP Required Messages
• Basic Information – EVSE: Protocol version, nominal voltage {Lx-Ly and Lx-N} – EV: Protocol version, maximum nominal voltage* {Lx-Ly and Lx-N} • Power Status – EVSE: Available current{L1,L2,L3,N}† – EV: Request current{L1,L2,L3,N} • Heartbeat – Timeouts indicate communication problem • Sleep – Well-defined sleep and wakeup behavior • Other optional messages
*A vehicle supporting 120-208-240 VAC nominal voltages would report 240VAC †The current limit is per phase allowing for opportunity for phase balancing and/or limiting neutral current
SAE J3068 30 Leviton EVSE Proposals NFPA 70, UL 2594 and UL 2231
June 20, 2014 NEC, Article 625 Definitions Harmonized with UL 2594
NEW DEFINITIONS: EVSE Stationary – An EVSE that is intended for indoor or outdoor use, and is intended to be installed in a dedicated location in order to charge a vehicle. The EVSE shall be fastened in place and have provisions for removal from its installation with or without the use of a tool. This type of EVSE will be subject to limited environmental conditions and will be subject to limited abuses due to the intended installation. EVSE Movable – A device used to provide power to an on-board charger. The device is cord connected and intended to be moved from charging location to another charging location. EVSE Permanent – A device used to provide power to an on-board charger. The device is permanently wired and fixed in place to the supporting surface, a wall, a pole, or other structures.
2 6/20/2014 New PowerPoint Template NEC, Article 625 Definitions Term Clarification
The following terms are used within Article 625 but are not defined. Definitions would bring clarification to the terms used in the code. NEW DEFINITIONS: Fixed in place – An EVSE attached to a wall or surface with fasteners that require a tool to be removed. Fastened in Place – Fastened in place where the fastening means and mechanical connections are specifically designed to permit ready removal for relocation, interchanged, maintenance or repair. Portable - An EVSE intended for indoor or outdoor use, and can be carried from charging location to location and is transported in the vehicle when not in use. This type of cord set will be subject to changing environmental conditions.
3 3 6/20/2014 New PowerPoint Template NEC, Article 625 Code Harmonization with UL 2594
PROPOSAL: 625.17 (C) (1) Not Fastened in Place. Movable. Where the electric vehicle supply equipment or charging system is not fastened in place movable the cord-exposed usable length shall be measured from the face of the attachment plug to the face of the electric vehicle connector. 625.17 (C) (2) Fastened in Place. Stationary or permanent Where the electric vehicle supply equipment or charging system is fastened in place stationary or permanent, the usable length of the output cable shall be measured from the cable exit to the electric vehicle supply equipment or charging system to the face of the electric vehicle connector. 625.19 Automatic De-Energization of Cable. Automatic means to de-energize the cable conductors and electric vehicle connector shall not be required for portable movable cord-and-plug-connected electric vehicle supply equipment intended for connection to receptacle outlets rated at 125 volts, single phase, 15 and 20 amperes. 4 4 6/20/2014 New PowerPoint Template NEC, Article 625 Code Harmonization with UL 2594
DESCRIPTION OF ISSUE: 625.44 (B) (2) c. The words fastened in place are already in the overview of (2) so it does not need to be re-stated. The deleted words in (c.) do not go along with the intent of the article PROPOSAL: 625.44 Electric Vehicle Supply Equipment Connection. EVSE shall be permitted to be cord and plug connected to the premises wiring system in accordance with one of the following: 625.44 (B) Connections to Other Receptacle Outlets. EVSE that is rated 250V max. and complying with all of the following: Proposed removal of verbiage: 625.44 (B) (2) c. Repositioning of portable, movable, or EVSE fastened in place
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PROPOSAL CONT.: 625.44 (B) (2) EVSE is fastened in place stationary to facilitate any of the following: 625.44 (B) (2) c. Repositioning of portable movable or EVSE fastened in place stationary 625.44 (B) (3) Power-supply cord length for electric vehicle supply equipment fastened in place stationary is limited to 1.8m (6 ft.). 625.44 (B) All other electric vehicle supply equipment shall be permanently wired and fastened in place stationary to the supporting surface, a wall, a pole, or other structure. The electric vehicle supply equipment shall have no exposed live parts.
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UL Standard Technical Panel (STP); UL 2231-1,2 Proposal
DESCRIPTION OF ISSUE: The ground monitor/interrupter is a life safety circuit. The circuit should be included on hardwired and cord connected EVSEs even if an evaluation of the grounding circuit proves it to be reliable. The ground should be monitored during every self-test sequence to ensure that the ground is in-tact from the vehicle to the service equipment. The ground could become disconnected at any time due to a variety of reasons or sources including a broken pin or sleeve, punctured cord, corrosion etc. The best way to ensure that the ground circuit from the vehicle to the service equipment is connected is continuous ground monitor/interrupter testing from within the EVSE. In EVSE applications the ground might not be connected correctly to the service equipment in hardwired installations. The ground monitor/interrupter circuit is the best method for identifying this unsafe condition.
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UL Standard Technical Panel; UL 2231-1,-2 Proposal, Cont.
PROPOSAL:
Remove paragraph 6.1.4 from UL 2231-1. The GMI circuit should be required for all hardwired or cord connected Level 1 and Level 2 EVSE
6.1.4 The ground monitor/interrupter in 6.1.3(b) is not required when a special investigation of the grounding circuit proves it to be reliable. The special investigation involves: a) An evaluation of connections that are able to be subject to flexing, and b) The ability to conduct currents without damage to the grounding path.
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UL Standard Technical Panel; UL 2594 Proposal De-Energization
RATIONAL: The NFPA 70 Article 625.19 established a requirement for the automatic de- energization of cord. The electric vehicle supply equipment (EVSE) and the charge connector cord combination shall be provided with an automatic means to de-energize the cord conductors and electric vehicle connector if exposure to strain could result in either a cord rupture or a separation of the cord from the charge connector causing exposure to live parts. An automatic means to de- energize the charge connector cord and the EVSE shall not be required for portable cord and plug (cordset) connected EVSE intended for connection to receptacles rated at 125 VAC, single phase, 15 and 20 amperes. An interlock shall not be required for dc supplies less that 50 volts dc. There are no UL tests to validate that EVSEs achieve the requirement of Article 625.19 for Level 2 EVSEs. A test should be developed to pull the charge connector cord and validate the requirement described above.
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UL Standard Technical Panel; UL 2594 Proposal De-Energization
PROPOSAL: 73 Automatic De-Energization of Cable 73.1.1 Test procedure used to validate that the NFPA Article 625.19 requirement for Automatic De-Energization of Cable is implemented. 73.2 Test Equipment Required 73.2.1 Pull-strength gauge i.e. Shimpo FGE-500HX 73.3 De-energization of cord test 73.3.1 Mount the enclosure using the designed mounting system, with the top of the cabinet being 5ft from the ground. 73.3.2 Attach the electric vehicle supply equipment (EVSE) cord to pull-strength gauge, which is connected to a forklift 73.3.3 Apply pull force (at 0.5ft/sec) to EVSE cord in the following directions until the cable is severed from the EVSE 73.3.4 Record the maximum pull force in lbf after each test 73.3.5 Directly straight out, perpendicular to the wall 73.3.6 To the left and right and parallel to the wall 73.3.8 Replace with a new EVSE following each test 74.4 Pass/Fail Criteria 73.4.1 The EVSE must de-energize the cord conductors and EVSE upon exposure to strain that could result in either cord rupture or separation of cord from the EVSE and exposure to live parts 73.4.2 The EVSE must release the EVSE cord from the enclosure before the mounting system fails or is pulled off of the wall
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UL Standard Technical Panel; UL 2594 Proposal
RATIONAL: The state voltages described within SAE J1772 and their associated pilot line voltage ranges (Table 4.2 of SAE J1772-October 2012) are associated with the safety of an EVSE. For example, if a state voltage within the EVSE drifts, shifts or is inadvertently changed from State A (12VDC) to State C (6VDC) the EVSE will be in a charge state (without the vehicle connected) exposing live (240VAC) charge connector pins. By continuously checking for the correct state voltage it's assured that the EVSE is in a known state reducing the risk of exposed live parts. PROPOSAL: 35A.1 An EVSE shall continuously monitor the SAE J1772 state voltages as referenced in the Pilot Line Voltage Range Table (4.2) from the SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler, SAE J1772. 35A.2 The means for monitoring the voltages shall be applied once every 15 sec. 35A.3 No output voltage shall be present at the charge connector in the case of an EVSE in State C without the EVSE connected to the electric vehicle (EV) inlet.
11 11 6/20/2014 New PowerPoint Template Thank You Leviton.com Honda AFV Update to EPRI IWC
June 16, 2014
Ryan Harty American Honda Motor Co., Inc. Social Priorities & Environment & Energy
Energy Today
Sustainability Climate 2000 1980 Change
Air GHG Reduction Pollution Intensity of concerns of Intensity
Criteria Pollutants （CO, HC, NOx, etc…）
Time GHG Performance by Auto Technology
Tailpipe gGHG/mile 450 Upstream gGHG/mile 400 350 -41% 300 -55% -56% -53% -63% -68% 250 -80% 200 * grams/mile 150 Renewable * Biogas Wind, Solar
*Wind, Solar Nuclear, Nuclear,
100 Wind, Solar
* Nuclear, 50 0 EV CNG FCEV Diesel HEV EV - CA - EV ICE Car (2012) Average Advanced Advanced Grid Variability Midsize Car Midsize Honda Estimates 2012 *New research on Natural Gas Upstream Leakage needs to be understood. Honda’s Portfolio of Alternative Fuel Vehicles
Battery Hydrogen Fuel Cell Electric Vehicles Electric Vehicles Plug-in Hybrid Electric Vehicles Natural Gas Vehicles Fit EV
Gasoline-Electric Accord Plug-in Hybrids
Clean Gasoline Civic Natural Gas
Market preferences will determine demand for each technology AFVs: Policy & Media Favorites Create Disruptions
• 28 years ago Methanol • 18 years ago Electric vehicles • 13 years ago Hybrid/electric vehicles • 10 years ago Fuel cell vehicles • 8 years ago Biofuels Reserve for Aircraft and • Corn, Cellulosic, Algal Marine? • Last few years Plug-in Electric Vehicles • Battery Electrics, Plug-In Hybrids Natural Gas • ………… What’s next? Socialized Benefits and Privatized Costs
Alternative Fuel Vehicles are ICEs AFVs “Equal to” or “Nearly as good” Personal Durability as ICEs in many respects Performance Safety AFVs Benefits are mostly for Ease of Use society, and their “sacrifices” are “Range Anxiety” mostly for the individual. Cost Social CO2 Reduction Short-term incentives and shifting policies do little to address these Energy Sustainability concerns. Air Quality Advanced Vehicle Technologies
Social Values Marketability Path Air Energy Infra- Vehicle Full GHG Appeal Quality Sustain. structure Cost Function Very Very Very Down Sizing Fair Fair Good Fair Good Good Good Improved Very Very Very Very Good Good Good Conventional Good Good Good Good
Natural Gas Very Very Good Challenging Fair Good Good Vehicles Good Good Very Diesel Good Fair Good Good Fair Good Good Very Challenging ~ Very Challenging Fair ~ Very Biofuels Good Good Very Good Good ~ Very Good Good Good Very Very Very Very HEV Good Good Fair Good Good Good Good Very Very Very Very PHEV Fair Fair Good Good Good Good Good Very Very Very Very BEV Challenging Challenging Challenging Good Good Good Good Very Very Very Very Very FCEV Challenging Challenging Good Good Good Good Good *Somewhat Subjective, but Illustrative. Author - Robert Bienenfeld and Ryan Harty at American Honda EV Price Survey
At the current prices, margins are challenging… Before Incentives Monthly Electric Vehicles MSRP Lease Down Notes Smart EV $25,750 $139 ? Fiat 500e $32,600 $199 $999 Tesla (60kWh) $71,070 $1,874 $7,107 Mitsu iMiev $22,995 Ford Focus EV $35,170 $166 $4,411 GM Spark EV $27,495 $199 $739 $0.25/mile over 12k miles/yr Toyota RAV4 EV $49,800 $299 $3,499 $0.15/mile over 12k miles/yr Nissan Leaf $28,980 $219 $1,999 $0.15/mile over 12k miles/yr Honda Fit EV $37,415 $269 $269 Free EVSE, Unlimited miles n/a *March 2014 Data Honda Fit EV
Honda Fit EV Range (miles) 82 Adj. MPGe(mpg) 118 Battery Capacity 20 Miles/kWh 4.1 Watt-hrs/Mile 290 (Plug to Wheel) Honda Fit EV Update • Sales started July 2012 • Selling in CA, OR & Northeast • Early sales results were short of expectations
– Broadened dealer network – Streamlined sales process – Lowered lease price to $259/mo with Free EVSE – Demand surged and remains robust. – We are 3/4ths along in our plan to lease 1,100 vehicles 2014 Accord Plug-In Hybrid The most fuel efficient sedan in America 115 MPGe (in EV mode) 46 MPG in HEV mode
Engine Inline 4-cylinder 2.0 L Atkinson cycle i-VTEC engine Transmission Electric CVT Motor 2-motor system (drive + generation/regeneration) Drive motor max. output 120 kW Battery type and manufacturer 6.7 kWh lithium-ion battery from Blue Energy Co., Ltd. Max. cruising range 574 mile range Fuel Economy 115mpge, 47 City / 46 Hwy / 46 Combined Max. EV speed / Range 62 mph / 13 miles Charging time < 1hr @ 220 V, < 3h @ 110 V *LA-4 mode Most Efficient Sedan in the US 2014 Accord Plug-In Hybrid Launch • Sales started January 2013 • Target markets: – Retail consumers and limited fleet • Zipcar Fleet – Leasing and Selling in CA and NY exclusively • Sales results are: – About 50% of our intended sales volume has been achieved – Sales in NY have been very slow. As a result we subsidized the lease From $429/mo to $269/mo, $2,230 Down Not having the effect we had hoped. Sales are still very slow
*LA-4 mode Key Learning: Cold Weather Issues • Cold Weather has resulted in buy-backs
300 Cold Oil, etc. Free Heat Cold Weather Performance is Key to Market Acceptance of BEV/PHEV
82 Heating Reduced Battery Capacity
Fit ICE Fit EV Customer doesn’t get into trouble when they are experiencing their BEST or AVERAGE range… Summary With Regard to EV/PHEVs: • Fit EV and Accord PHEV programs are progressing – Programs were both limited in scope (1000 units each over 2-3 years) – Market is challenging (price the OEM can charge for the vehicle vs sales volume) • Early market shows that current Li-Ion vehicles have significant performance limitations – Cold Weather – Consistent Range • Ongoing R&D, technology improvement, cost reduction is necessary. AFVs in General: • AFVs will continue to gain market share as technology improves to address cost, marketability deficiencies. • Stable, technology neutral policy, is necessary to balance social priorities with vehicle marketability. Michael Koenig Environmental Business Development Office Project Leader, Honda Smart Home U.S.
1 What is Honda Smart Home US?
The Basics… • 1944 square feet single family home • Located at UC Davis “West Village” • Occupant will use the Home and Fit EV vehicle
Some Background: • California has a 2020 goal for all new residential construction to be Zero Net Energy (other states have similar goals)
The Purpose… • HSHus is a living laboratory to demonstrate a vision for zero-carbon living and mobility • This is a demonstration of technologies and holistic system design, but not an entry into the homebuilding market
2 The First Question is Usually… “Why?”
Yes, we make very efficient cars…
Honda had the highest fleet-average fuel economy among all full-line automakers for MY2012 – the last year recorded
3 We are focused on more than just mobility.
Blue Skies for Our Children.
It’s has been our environmental slogan since the 1970’s, when we took on the challenge of meeting the stringent exhaust emissions standards of the Clean Air Act, and developed innovations like the CVCC engine.
“Honda puts climate change and energy at the top of the list of global environmental issues that it needs to address.”
- 2013 Honda Annual Environmental Report
4 We need zero-emission Vehicles AND Homes…
Total U.S. Greenhouse Gas Emissions by Sector with Electricity Distributed • Only about 1/3 of the average individual’s carbon footprint is from their car.
• To truly tackle climate change, we need to establish a zero emissions lifestyle that includes living and mobility.
• Renewables plus Efficiency are key.
Source: EPA But don’t Battery EVs and Solar Panels already do that?
5 Yes, but… BEVs and Solar DG have the potential to cause disruptions at the high penetration rates we want to achieve:
Solar Distributed Generation (DG): • Can the distribution networks manage lots of solar? • What about intermittancy? • How will conventional generators ramp up fast enough at sunset? • etc.
Battery Electric Vehicles: • Can the local distribution manage the increased residential loads when charged at home? • Will they strain the grid at peak load times? • How much carbon reduction do they offer if they need power plants to charge them? • etc.
6 So the answer to “Why?” is…
Honda Smart Home US is a demonstration of our vision for a zero-carbon lifestyle that will:
1. Help enable a future with widespread Solar DG and Renewably-Fueled Vehicles which: - Eliminates any potential burdens to the electrical grid - Creates tangible value to society
2. Promote concepts of Sustainable Construction, because Blue Skies requires more than just a reduction of greenhouse gases!
7 How does the Smart Home “enable” this future?
• Internal research to help develop a new generation of products in the Integrated-Mobility and Energy Management space
• Collaborating with UC Davis researchers to study new HVAC and Lighting technologies that can be used by others to improve efficiency
• Collecting and publishing the detailed thermal, electrical, and water consumption data for public research
• [Near Future] Releasing our architectural and mechanical design documents and a full spec list of components used in construction and finishing
8 The Rest of Today’s Presentation… A. Technical Research Items Solar PV Energy Management Lighting System
Passive Design
Heating/Cooling Fit EV System
B. Sustainable Construction • Water Conservation • Low Carbon Concrete • Renewable Materials / Furniture
9 A. Technical Systems Details Honda Home Energy Management System
Hardware Capabilities: • 9.5 kW Solar PV array (software adjustable) ** Sized for future research expansion** • 10 kW bi-directional inverter • 10 kW DC car charger • 10 kWh Lithium battery (software adjustable)
This is a Prototype machine built to test Functions
Functions: Annual Energy (AC) • Direct DC Solar-to-BEV charging (full charge in ~ 2 hours) • DC Storage Battery-to-BEV charging Surplus • Solar PV Power Smoothing • Demand Response House • Load Shifting / Carbon Minimization Vehicle • Local Grid Services (AC Equiv) • Islanded backup power To replay video, go to R&D HondaSmartHome.com Equip
10 Direct DC Charging of Fit EV
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11 Solar Power Smoothing
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12 Grid Support and Carbon Minimization
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13 Heating, Cooling and Hot Water system
Automatic fresh air pre-cooling on cool summer nights
Experimental Geothermal design Radiant Heating uses large diameter and Cooling boreholes
Single Heat Pump provides Heating, Waste heat is recovered Cooling, and Hot Water in several ways
14 Heating, Cooling, Hot Water: One machine, waste heat recovery
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15 HVAC Research With UC Davis to Advance the Efficiency of Future Mechanical Systems…
All flows and A second set of “dry” temperatures are boreholes is located measured and recorded under the back fence
Specific Research Items: • Whole House Sealing with aerosol • Actual effectiveness of the large boreholes, and comparison of wet vs. dry • Actual performance of a three-mode heatpump • Actual performance of an all-radiant system
16 Passive Design Improves HVAC Efficiency!
• High insulation R-values, high performance glass • Tight envelope with little air leakage • Orientation and Overhangs for Solar Gain in winter, Shade in summer
10:00 A.M. 4:00 P.M.
Summer: Completely Shaded
Winter: High Solar Gain
17 Wintertime: Heat and Daylight Harvesting
HSHus will consume 75% less energy for mechanical systems than a conventional new Factoid construction house. That is enough energy saved to power the Fit EV for an entire year!
18 Advanced LED Lighting with Circadian Design:
The Lighting system was developed with the UC Davis California Lighting Technology Center (CLTC) to…
• Maximize efficiency through fixtures and controls • Provide high quality light • Automatically provide the correct lighting (time, room) • Research night lighting and safety lights • Demonstrate Circadian Design
A typical new-construction home in CA will use over 1700kWh of electricity on lighting. That’s enough energy to drive a Fit EV for six months! Factoid
The result: High Efficiency with improved Quality of Life in the Smart Home, and the opportunity for more public research
19 So What is Circadian Design?
The human body has a natural circadian clock, which is affected by temperature, light, etc.
The body is especially sensitive to Blue Light, which can disrupt melatonin production (and sleep patterns).
So HSHus utilizes warm LED colors and actively adjusts the color of some lights throughout the day.
20 Total Home Controls using the Smart Home App…
21 B. Sustainable Construction Details
YES! Sustainability is about Energy.
But also: • Water • Waste • Renewable Materials • Occupant Health
One of the goals of the Smart Home project is to help advance Green Building, so we are trying to help start conversations about these topics…
22 Water Management
Conserving water was a high priority: • Compact Plumbing Design Very short hot water runs • Low flow fixtures and dual-flush toilets • Xeriscaped landscape with graywater irrigation
HSHus only uses 1/3 of the total water consumption of a typical house Factoid
23 Low Carbon Concrete
There are several options to reduce the carbon-footprint of concrete…
• HSHus used a natural ash material to replace half of the cement. The local concrete supplier now has this mix design available for anyone to use.
• We also optimized the slab design using post- tensioning to minimize the amount of concrete used.
Every pound of cement releases about one pound of carbon dioxide during its manufacture ! Factoid
24 Sustainable Materials
All lumber, trim AND furniture is third-party certified for sustainable forestry!
Rigid insulation on the exterior sheathing is a great building practice. We used cork on the Visitor Center.
Every part of the Smart Home, even down to the nails, was spec’d for maximum sustainability. Factoid
25 What’s Next…
• A UC Davis associate will live in the Smart Home after final commissioning • Honda and PG&E will publish the energy/water/thermal data collected during occupancy • Honda will publish the drawings and specifications to our website • Honda will continue to operate the Smart Home for a minimum of 3 years (total research length is TBD)
Q&A
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