Infrastructure Issues for Electric Vehicle Deployment in Ireland - ESB Networks


Published on

Conor Garrigan - ESB Networks

Published in: Technology, Business
  • Be the first to comment

  • Be the first to like this

No Downloads
Total views
On SlideShare
From Embeds
Number of Embeds
Embeds 0
No embeds

No notes for slide

Infrastructure Issues for Electric Vehicle Deployment in Ireland - ESB Networks

  1. 1. Infrastructure Issues for Electric Vehicle Deployment in Ireland Conor Garrigan ESB Networks
  2. 2. Regulatory Background •Generation :ESB PG plus independent generators •Transmission TSO: – Eirgrid •Distribution DSO: – ESB Networks •Supply : ESB Customer Supply ( PES) plus independent Suppliers
  3. 3. What does this mean for the consumer? • Consumers have a direct relationship with both ESB Networks and their chosen supplier Consumer ESB Networks Supplier •Market Systems •Work Processes •Commercial arrangements
  4. 4. Focusing on the first element – Network connection • Where do we expect to have charging points – Domestic – On Street – Car Parks • Shopping Centres, Offices, Apartment blocks
  5. 5. What are the expected charging requirements. Charge Functional Need Power (kW) Standard 100% 3 6-8 hours Emergency 24km 25 in 10mins Fast 80% 120 in 10mins
  6. 6. EV infrastructure what do we need Network connection Charging Equipment ICT Platform
  7. 7. Can I charge my EV at home ? • We already have 2M connections nationwide Battery Capacity kWh • Typical charge rate available 3kwh 40 35 • This should be sufficient for most 30 batteries on an overnight charge. 25 • So the answer is Yes…but with 20 Battery Capacity kWh limitations 15 • Battery Technology rapidly improving 10 5 – Higher capacity batteries with shorter charging times 0 – Increased demand for three phase Toyota G Wiz SMART Volt BYD F6 A class Mini E charging PHEV For two EV
  8. 8. So what’s the impact of home charging on the Network • As EV penetration increases , we could find that the Low Voltage network and potentially the supply levels to houses will need to be reinforced and increased. • Typical system peak is between 5-7 pm, an appropriate mechanism for managing EV charging over this period would be required. • But that’s all part of the normal management of the network.
  9. 9. I forgot to charge my car at home – On street • Expected to be used during day time by commuters. • Existing LV cables in the streets of many urban areas. • Easier to provide higher capacity charging than domestic situation – 3 phase supplies available. • Metered connection of up to 45kVA to be distributed to individual charge points. • Opportunity for a flexible arrangement for options of single/three phase and varying capacities .
  10. 10. How would Networks do this LV cable in street Charge points Charge points Network Pillar
  11. 11. Technical Implications to consider Low penetration of on street chargers do not pose significant risks to the Network stability. As infrastructure proliferates and especially with the demand for larger and faster charge points this could give rise to system issue such as , – Harmonics generated by battery chargers – Voltage disturbances – Capacity problems These are not new electrical issues and with a planned development of any network they can be overcome.
  12. 12. Some general issues Networks need to consider for on street charging • Access control to charge points • Safety of charge points for users and the general public • Location of pillars and charge points • Vandalism • But once again these are consideration we already deal with in providing electricity infrastructure.
  13. 13. Car parks • Typically third party environments • Retrofitting charge points would be dependant on available capacity on existing supply. – Depending on volume it could drive supply upgrades – Local substation upgrades – Additional circuits within complex. • New builds could design EV charging into their electrical infrastructure – link in with Electrical contractors/consultants • Again high density of high capacity charge points could pose Network disturbance issues
  14. 14. What does the consumer want ? • Plentiful and unrestricted charge points • Flexibility – Charging regimes – Payment options • Choice of suppliers • Associated with their domestic account • Pre-payment offering • Mechanism to pay third parties e.g battery supplier
  15. 15. How do we integrate this?? • Networks already provide metering and data services to retail market participants. • The EV proposition has some additional subtleties – – The charge point is not exclusive to consumers – Needs to accommodate multiple suppliers and flexible payment options. – Has to be appropriate for our Regulated environment So it would need, • IT platform to link these elements along with the network imperatives of providing a safe and reliable infrastructure to consumers
  16. 16. There are still some unknowns • Diversity of battery technologies • Would like to see clarity on standardisation of – Equipment – Charging regimes – Communication protocols • Government policies in relation to EV.
  17. 17. Networks Summary • We already have the infrastructure for low level charging at the domestic level • We can provide on street charge point connections in a controlled and planned manner • There are some technical implications for the network and these will need to be analysed and assessed.
  18. 18. Thank you
  19. 19. Backup slides
  20. 20. What range does this give me, • This depends on size , usage and battery tech but typically, – Peugeot Expert Van 4km/kwh – Sedan/Mini E 6km/kwh – Mit. MIEV 10km/kwh
  21. 21. Pictures • Equipment – Installed minipillar – Charge points • Typical locations – Fitzwilliam – Merrion Sq South • Car – Tesla