Vehicle-Grid Integration EV Fast Charging Infrastructure

Authors:

Nihan Karali

Energy Analysis and Environmental Impacts Division Lawrence Berkeley National Laboratory International Energy Studies Group

July 2017

Disclaimer

This work was supported by the DOE Office of International Affairs under Lawrence Berkeley National Laboratory Contract No. DE‐AC02‐05CH11231 and National Renewable Energy Laboratory Contract No. DE‐AC36‐08GO28308.

This document was prepared as an account of work sponsored by the Government. While this document is believed to contain correct information, neither the United States Government nor any agency thereof, nor The Regents of the University of , nor any of their employees, makes any warranty, express or implied, or assumes any legal responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by its trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof, or The Regents of the University of California. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof, or The Regents of the University of California.

Ernest Orlando Lawrence Berkeley National Laboratory is an equal opportunity employer.

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Contents Introduction ...... 4 Technical standards for fast chargers ...... 4 Regulation and Financing of DC fast charging ...... 7 DC fast charging impact on power services and battery lifetime ...... 7 Conclusions ...... 7 References ...... 8

Table of Figures Figure 1. CHAdeMO Plug...... 5 Figure 2. SAE J1772 Plug...... 6 Figure 3. Tesla supercharger...... 6 Figure 4. DC plug in accordance with GB/T...... 6

Acknowledgments

The author would like to thank Anand Gopal, Cabell Hodge, Rudy Kahsar, Darlene Steward, and Elizabeth Connelly for their reviews and input. In addition, the author would like to thank Elizabeth Coleman for her diligence, responsiveness, and attention to detail while editing this report.

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Introduction Availability of charging infrastructure is critical to achieving high penetration of plug-in electric vehicles (PEVs). As battery pack size and the number of PEVs on the road increases, the only feasible way to reduce charging time is to increase the power rating of the chargers. Direct-current (DC) fast chargers are the most promising candidate to fulfil this requirement, and their potential has led to widespread installation, particularly at commercial locations.i DC fast charging technology quickly charges PEVs and promotes driver convenience.ii However, broad social benefits will not be realized if DC fast chargers are not universally accessible to all vehicles.

Currently, there are no universal standards or regulatory requirements to ensure EV fast charger interoperability. It is in the interest of individual automakers to restrict access to their fast chargers to owners of their vehicles. Hence, this is analogous to power utility regulatory issues around duplicate wiring and distribution infrastructure that arose in the early 20th century, with some crucial differences. These problems eventually led to electric utilities being regulated as natural monopolies and, in recent years, the decoupling of the ownership of wires from the power that passes through them. Traditionally, in transportation, the fuel industry (almost entirely comprised of oil) has been distinct and separate from the vehicle manufacturers. With the advent of PEVs, there are signs that automakers see benefits in owning charging infrastructure. Hence, at this early stage of the PEV market, it is critical to address the following:

1. Technical standards for fast chargers: Currently, there are at least four widely used protocols and standards for EV fast chargers; SAE Combo, Chademo, Tesla Supercharger and China GB/T. Each PEV model is usually designed to accept one standard only. In some cases, adapters can be used to take advantage of another type of fast charger. However, each standard defines communication protocols in addition to the physical design of the plugs, making the use of adapters highly suboptimal. It is critical to move as soon as possible to one fast charging standard. In other cases (e.g. VCD or DVD, etc), industries have eventually coalesced around a universal standard but government intervention is warranted in this case because of the high capital costs of automobiles.

2. Regulation of EVSE: Excluding access to fast chargers is a second way in which the overall costs to society are raised to achieve PEV deployment. Given that retail aspects of the power sector are already heavily regulated or directly government run in most of the world, EVSE ownership and use can be regulated by the same entities. The goal should be to ensure that investment and deployment of fast chargers are encouraged and universal access guaranteed. This could be achieved by allowing and encouraging electric utilities to build, own and operate chargers at regulated rates with service requirements or other models in which the operation or ownership is separated.

Technical standards for fast chargers DC fast chargers present a significant advantage in terms of charging speed. Most of them can push roughly 19 kWhs in a 30-minute session, equating to the addition of roughly 80% of the charge or an extra 76 miles of rangeiii. Charging rates do not scale up linearly, as charging slows when the battery nears the full range. As mentioned earlier, there are four or so DC Fast Charging systems currently being used by manufacturers.

1. CHAdeMO is the trade name of a quick charging method for battery electric vehicles delivering up to 70 kW of high-voltage (up to 500 Volts DC) direct current via a special electrical connector. It is proposed as a global industry standard by an association of the

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same name. The connector is specified by the JEVS ( Electric Vehicle Standard) G105-1993 from the Japan Automobile Research Institute. The connector includes two large pins for DC power, plus other pins to carry CAN connections between the car and charging stationsiv. CAN is a data protocol used between components inside cars, CHAdeMO experienced rapid adoption in Japan, with around 5,500 stations deployed in 2017. In the U.S, particularly in California, deployment of CHAdeMO stations is also ramping up quickly, with 1,300 stations have been deployed. CHAdeMO offers charging speeds of up to 70 kW, with real-life 30-minute charging sessions delivering just over 19 kWh of charge or around 75 miles of extra rangeiii. The CHAdeMO standard is supported heavily by Nissan.

Figure 1. CHAdeMO Plugiv.

2. The SAE Combined Charging Solution (i.e., SAE Combo, or CCS), which is a standard J1772 plug with 2 additional DC fast charging ports. The upper part of the plug is the ordinary J1772 plug used in the U.S., and the lower part are the two DC power pins. Therefore, compared to CHAdeMO requiring 2 separate on-vehicle ports, CCS can support both slow and fast charging with a single port. In addition, CCS uses PLC for communication, which is part of the smart grid protocols. CCS is supported by regulations in most of Europe and the largest alliance of carmakers such as Audi, BMW, Daimler, Ford, General Motors, Porsche, and Volkswagen. Most notably, this port can be found on the BMW i3, the Chevrolet Spark EV, and the Volkswagen eGolfiii. CCS plugs offers maximum charging speeds of up to 90 kW, with real-life 30-minute charging s