1、_ 6$(7HFKQLFDO6WDQGDUGV%RDUG5XOHVSURYLGHWKDW7KLVUHSRUW LVSXEOLVKHGE6$(WRDGYDQFHWKHVWDWHRIWHFKQLFDODQGHQJL neering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole res
2、ponsibility of the usHU SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this publication may be repro
3、duced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-4970 (outside USA) Fax: 72
4、4-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/J2836/3_201701 SURFACE VEHICLE INFORMATION REPORT J2836/3 JAN2017 Issued 2013-01 Revised 2017-01 Superseding J2836/3 J
5、AN2013 Use Cases for Plug-In Vehicle Communication as a Distributed Energy Resource RATIONALE The baseline document was first published in January 2013 and is still a valuable reference. One purpose of this revision is to update the document based on subsequent activities in the area of Distributed
6、Energy Resources and Vehicle to Grid. Also, there are some errors and omissions that needed to be corrected. When the inverter is located onboard the PEV, this creates an unprecedented situation for securing approval by the local utility for the interconnection of the PEV to the electric power syste
7、m. SAE created J3072, Interconnection Requirements for Onboard, Utility-Interactive Inverter Systems, to deal with the some of the unique issues associated with the roaming inverter. This revision retroactively establishes the rationale for creating SAE J3072 and elaborates on many of the issues ass
8、ociated with the roaming inverter. The baseline document did not recognize this as a major problem. The baseline document differentiated between the case where the inverter was onboard the PEV or externally in the EVSE but did not provide clear guidance for the communication required between the PEV
9、 and the EVSE to coordinate the DC power flows. This revision more clearly defines the purpose of the communication between the PEV and the EVSE. The actual messages needed to accomplish this will be defined by a new version of SAE J2847/2 which will add a DER mode and any new signals required by th
10、e new mode. TABLE OF CONTENTS 1. SCOPE 5 1.1 Purpose . 5 2. REFERENCES 7 2.1 Applicable Documents 7 2.1.1 SAE Publications . 7 2.2 Related Publications . 7 2.2.1 SAE Publications . 7 2.2.2 ANSI Accredited Publications . 8 2.2.3 Electric Power Research Institute (EPRI) Publications . 8 2.2.4 IEEE Pub
11、lications 8 2.2.5 IEC Publications 8 2.2.6 National Fire Protection Agency Publications . 9 2.2.7 NIST Smart Grid Interoperability Panel PAP-07 . 9 2.2.8 Underwriters Laboratories Publications 9 2.2.9 ZigBee Alliance Publications . 9 3. DEFINITIONS . 10 SAE INTERNATIONAL J2836-$1 Page 2 of 119 4. TE
12、CHNICAL REQUIREMENTS 13 4.1 Relationship of SAE J2836/3 to SAE J2836/1 14 4.2 Types of Reverse Power Flow 16 4.2.1 Vehicle to Load with Exportable Power Panel (V2L-EPP) 18 4.2.2 Vehicle to Vehicle with Exportable Power Panel (V2V-EPP) . 19 4.2.3 Vehicle to Home with Exportable Power Panel (V2H-EPP)
13、20 4.2.4 Vehicle to Grid Using On-Board Inverter (V2G-AC) . 22 4.2.5 Vehicle to Grid Using DC Reverse Power Flow (V2G-DC) . 22 4.2.6 Vehicle to Grid Using Wireless Power Transfer (V2G-WPT) 24 4.2.7 DC Reverse Power Flow for Off-Grid Applications (V2H-DC, V2L-DC) . 25 4.2.8 Vehicle to Home Using Modi
14、fied EVSE (V2H-AC) . 26 4.2.9 Vehicle to Microgrid (V2M-AC, V2M-DC) 27 4.2.10 DC Microgrids (V2D-DC). 27 4.2.11 Use Case PR2 - Customer Discharges the PEV 28 4.3 Communications for Reverse Power Flow 29 4.3.1 Data Entry, Customer Communications, and Sources of Information 30 4.3.2 Manual Control of
15、Reverse Power Flow . 30 4.3.3 Examples of Manual Control Data Entry . 31 4.3.4 Energy Management System Control of Power Flow . 33 4.3.5 Electronic Communication with the Inverter 34 4.3.6 Communication between EVSE and PEV for V2G-DC . 35 4.3.7 Information Exchange Considerations 37 4.4 Inverter-Ba
16、sed Distributed Energy Resources . 38 4.4.1 Integration of DER with the Feeder . 39 4.4.2 Smart Inverter Functions . 41 4.4.3 Direct Control Functions 42 4.4.4 Autonomous Functions . 43 4.4.5 Abnormal Voltage and Frequency Ride-Through . 44 4.5 Use Cases and V2G Applications . 45 4.5.1 V2G Applicati
17、on Domains . 46 4.5.2 Use Cases and Power Transfer Capability . 47 4.5.3 Operational Bandwidth 48 4.5.4 Examples of V2G Applications 49 4.5.5 Balancing Area (Bulk Power) Applications 51 4.5.6 Distribution System Applications . 52 4.5.7 Customer Applications 53 4.6 Considerations for Utility Use Case
18、 U6 - Basic Distributed Energy Resource . 53 4.6.1 Maximum Forward Power and Maximum Reverse Power 54 4.6.2 EPRI and IEC Direct Charge/Discharge Storage Function. 55 4.6.3 Target Setpoint versus Limit Setpoint . 57 4.6.4 Understanding PEV Charging Requirements . 58 4.6.5 Duration at Maximum Forward
19、Power Flow 60 4.6.6 Duration at Maximum Reverse Power Flow 61 4.6.7 Time of Reference . 63 4.6.8 Recommended Information Available to EMS from PEV 63 4.6.9 Recommended Active Power Command and Command Response 64 4.6.10 Levels of EMS Engagement with a PEV . 64 4.6.11 A V2G Example - Facility Demand
20、Charge Management 65 4.7 Considerations for Use Case U7 - Advanced Distributed Energy Resource 66 4.7.1 Reactive Power, Apparent Power, and Power Factor 67 4.7.2 Reference Voltage and Reference Voltage Offset 72 4.7.3 Recommendations for U7 Fixed Power Factor Function 73 4.7.4 Recommendations for U7
21、 Fixed VAR Function 74 4.7.5 Autonomous Curve Functions . 75 4.7.6 Low and High Voltage Ride Through Functions . 76 4.7.7 Loading and Executing Autonomous Functions . 78 4.8 Considerations for Use Case PEV4 - PEV as a Distributed Energy Resource 79 4.8.1 Show Me the Money! 79 4.8.2 The Business Deal
22、s 80 4.8.3 Process Flow for the DER Direct Scenario . 81 SAE INTERNATIONAL J2836-$1 Page 3 of 119 4.8.4 Process Flow Differences for EVSE Direct Scenario 84 4.8.5 Simultaneous V2G Applications and Rules of Engagement . 86 4.8.6 PEV4 Scenario Summary . 87 4.8.7 Participation in V2G Applications - Use
23、 Cases Are Not Selected by the Driver . 87 4.9 Utility Approval of Interconnection of a DER . 88 5. NOTES 90 5.1 Revision Indicator 90 APPENDIX A USE CASE PEV4 91 APPENDIX B USE CASE PR2 95 APPENDIX C USE CASE U6 104 APPENDIX D USE CASE U7 106 APPENDIX E INFORMATION DEFINITIONS . 110 APPENDIX F ACRO
24、NYMS . 113 APPENDIX G SMART INVERTER FUNCTIONS AND THE ONBOARD INVERTER . 115 APPENDIX H SOME V2G-DC AND V2H-DC CONSIDERATIONS 117 APPENDIX I MEDIUM AND HEAVY DUTY VEHICLES 119 FIGURE 1 PURPOSE OF DOCUMENT . 6 FIGURE 2 SUMMARY OF DETAILED USE CASES . 15 FIGURE 3 EXPORTABLE POWER PANEL FOR V2L-EPP 19
25、 FIGURE 4 V2H-EPP AND V2G-AC WITH ON-BOARD INVERTER 21 FIGURE 5 SYSTEM ARCHITECTURE FOR DC LEVEL 1 V2G-DC . 23 FIGURE 6 SYSTEM ARCHITECTURE FOR DC LEVEL 2 V2G-DC . 24 FIGURE 7 V2H-EPP AND V2H-DC REVERSE POWER FLOW . 25 FIGURE 8 DC MICROGRID (V2D-DC) 28 FIGURE 9 INTERFACES WITH INVERTER OF A DER DEVI
26、CE . 29 FIGURE 10 KEY PARAMETERS FOR MANUAL CONTROL 31 FIGURE 11 OPTIONS FOR MANUALLY CONTROLLING START UP . 32 FIGURE 12 OPTIONS FOR MANUALLY CONTROLLING TERMINATION 32 FIGURE 13 RELATIONSHIP OF THE UTILITY, PREMISES, AND PEV 33 FIGURE 14 COMMUNICATION WITH EVSE INVERTER . 34 FIGURE 15 COMMUNICATIO
27、N WITH PEV INVERTER . 35 FIGURE 16 EXTERNAL INVERTER DETAILS 35 FIGURE 17 TYPICAL FAST CHARGING PROFILE 36 FIGURE 18 EXAMPLE OF INFORMATION EXCHANGE 38 FIGURE 19 IEEE 1547 LIMITS 40 FIGURE 20 USE CASES AND V2G APPLICATIONS . 45 FIGURE 21 ELEMENTS THAT DEFINE OPERATIONAL BANDWIDTH 48 FIGURE 22 POWER
28、AND BATTERY CHARACTERISTICS . 54 FIGURE 23 BASIC ELEMENTS OF THE POWER SETTING COMMAND . 56 FIGURE 24 EXAMPLE OF COMMAND SEQUENCING 57 FIGURE 25 PARAMETERS THAT DEFINE PEV CHARGING REQUIREMENTS 59 FIGURE 26 RELATIONSHIP OF CHARGING PARAMETERS . 60 FIGURE 27 FORWARD POWER FLOW MEASURES 61 FIGURE 28 R
29、EVERSE POWER FLOW MEASURES 62 FIGURE 29 EFFECT OF INDUCTANCE AND CAPACITANCE 67 FIGURE 30 COMPONENTS OF COMPLEX POWER VECTOR . 68 FIGURE 31 MINIMUM POWER FACTOR . 70 FIGURE 32 VAR AND POWER FACTOR ZONES 71 FIGURE 33 VOLTAGE REFERENCE OFFSET . 72 FIGURE 34 STRUCTURE OF AN AUTONOMOUS FUNCTION . 75 FIG
30、URE 35 ARRAY FUNCTIONS 75 FIGURE 36 LVRT AND HVRT CONCEPT . 76 FIGURE 37 EXAMPLE OF LVRT IMPLEMENTATION 77 FIGURE 38 BUSINESS DEALS ASSOCIATED WITH V2G APPLICATIONS . 80 FIGURE 39 PEV4 DER PROCESS CHART 82 SAE INTERNATIONAL J2836-$1 Page 4 of 119 FIGURE 40 ELEMENTS OF ACTIVE SESSION 83 FIGURE 41 THR
31、EE TIERS OF V2G APPLICATIONS . 86 FIGURE 42 SYSTEM CONCEPT FOR USE OF SAE J3072 90 TABLE 1 INVERTER CHARACTERISTICS . 17 TABLE 2 SAE TYPES OF REVERSE POWER FLOW 18 TABLE 3 SCENARIOS FOR USE CASE PR2 . 29 TABLE 4 UTILITY USE CASES . 47 TABLE 5 EXAMPLES OF OPERATIONAL BANDWIDTH . 48 TABLE 6 EXAMPLES O
32、F V2G APPLICATIONS . 50 TABLE 7 RECOMMENDED PEV INFORMATION FOR U6 63 TABLE 8 ACTIVE POWER SETPOINT COMMAND PARAMETERS . 64 TABLE 9 LEVELS OF ENGAGEMENT 65 TABLE 10 POWER FACTOR SIGN CONVENTIONS . 69 TABLE 11 RECOMMENDED PEV INFORMATION FOR FIXED POWER FACTOR 73 TABLE 12 FIXED POWER FACTOR SETPOINT
33、COMMAND PARAMETERS 73 TABLE 13 RECOMMENDED PEV INFORMATION FOR FIXED VAR FUNCTION 74 TABLE 14 FIXED VAR COMMAND PARAMETERS . 74 TABLE 15 CHARACTERISTICS OF PEV4 SCENARIOS . 87 SAE INTERNATIONAL J2836-$1 Page 5 of 119 1. SCOPE This SAE Information Report establishes use cases for a Plug-in Electric V
34、ehicle (PEV) communicating with an Energy Management System (EMS) as a Distributed Energy Resource (DER) which must be supported by SAE J2847/3. This document also provides guidance for updates to SAE J2847/2 to allow an inverter in an EVSE to use the PEV battery when operating together as either a
35、DER or as a power source for loads which are not connected in parallel with the utility grid. Beyond these two specific communication objectives, this document is also intended to serve as a broad guide to the topic of reverse power flow. 1.1 Purpose Distributed Energy Resources are small, modular D
36、istributed Generation (DG) or energy storage systems that provide electric power or energy where it is needed on the distribution grid. $3(9XVLQJDXWLOLW -LQWHUDFWLYHLQYHUWHUFDQEHhooked up in parallel with the primary grid power and it is defined to be a Distributed Energy Resource (DER). The use of
37、a PEV as a DER will be called Vehicle to Grid (V2G). The term is often associated with the concept of an aggregator coordinating the power flow of many PEVs to provide frequency regulation for the bulk grid. However, V2G is not just about the bulk grid. The V2G and DER functionality can also be used
38、 by a facility energy management system to offset other facility loads during periods of peak demand. These are only two of many possible V2G applications. Even if a PEV is not capable of reverse power flow, it can still be used as a DER device to allow for active control of charging for grid purpos
39、es. The use of a variable load for grid purposes is sometimes called Demand Dispatch or Demand Management. This can be considered a single-sided use of a DER device and is no different than a generator that can only vary power output. A PEV could also serve as a power source for tools or other devic
40、es, where grid power is not available, or provide emergency backup power for a home following a loss of grid power. These are all off-grid applications. This is all about pure reverse power flow and it can be engaged manually using controls and displays provided by the vehicle manufacturer. For thes
41、e applications, the vehicle is just like a portable standby generator. In all the discussion of the benefits of reverse power flow and the use of a PEV as a DER, it is important to always remember that the primary purpose of the energy stored in the vehicle battery is transportation. While it may be
42、 acceptable for a stationary grid storage unit to discharge all afternoon and recharge at night, a PEV participating in a V2G application may need to be fully charged by the end of the workday. The use cases for a PEV serving as a DER will need to account for two objectives: serving the grid in a V2
43、G application and having enough energy by the time of departure to meet its transportation needs. Figure 1 provides an overview of the purpose of the document. A stationary, grid-connected, energy storage system (ESS) is shown at the top of the diagram. It is a distributed energy resource (DER). The
44、re is a great deal of work going on to integrate ESS units into the grid. A plug-in electric vehicle (PEV) with an on-board inverter looks like the stationary ESS and can be a DER device. This system is shown in the middle of the diagram. The possible use of reverse-flow capable PEVs, as inverter-ba
45、sed ESS units, has generated significant interest. This potential use of PEVs has become known as vehicle to grid (V2G). Alternatively, the inverter could be located externally in the electric vehicle supply equipment (EVSE) in which case the PEV battery is only used to supply or absorb DC power as
46、required by the inverter. This system concept is shown at the bottom of the figure. It is often assumed that the premises network will use the Smart Energy Profile 2.0 (SEP2) for communication and the PEV will be able to use this protocol for communication directly through the EVSE to the Energy Ser
47、vices Interface (ESI). The ESI can be thought of as the gateway between the premises network and the outside systems. This SEP2 assumption may not be true for many premises networks, in which case the EVSE will need to translate messages from the protocol used by the local network into SEP2 used by
48、the PEV. SAE J2847/3 will define the communications between the EVSE and the PEV for those cases where the inverter is on-board the PEV. It is expected that the EVSE to PEV communications would be by power line carrier (PLC) on the control pilot. If the premises network uses SEP2 and the EVSE is not needed to perform protocol translation for the PEV, it may be possible for the PEV to use a wireless link directly to the network. SAE INTERNATIONAL J283
