ST. louis urban debate league 2012-2013 1ac 2 Inherency Extensions 14 Solvency Extensions 18 hegemony extensions 21
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- Smart charging stations will be used to limit charging to off-peak hours
- Current electrical grid has the capacity for ¾ of autos without adding a single plant
- A buffered ultrafast EV charging station solves problems with the grid impact
- EVs will not cause grid outages – utilities are prepared
- EVs will not harm the grid – even dumb grids can prevent overcharging
AT EVs Cause OutagesA buffered ultrafast EV charging station solves – tech already existsHõimoja et al, 12 - Swiss Federal Institute of Technology Lausanne, Lausanne, Switzerland (H. Hõimoja, A. Rufer, G. Dziechciaruk, and A. Vezzini, “An Ultrafast EV Charging Station Demonstrator”, 2012, International Symposium on Power Electronics, Electrical Drives, Automation and Motion, http://infoscience.epfl.ch/record/178430/files/REV0073.pdf | JJ) Throughout this paper, ultrafast charging issues of an EV were studied and a step-by-step design methodology for a buffered ultrafast EV charging proposed. The research yielded following main results: 1. With ultrafast charging, the EV average speed in long distance driving is improved thanks to less time spent at charging stops. 2. The load, imposed to the grid by ultrafast charging, can be leveled by decoupling the vehicle from the mains by the application of energy buffers. 3. With buffering, the EV can be charged from a 400 V, 32 A low voltage outlet, allowing a charging interval of one EV in less than an hour. 4. If more autonomy should be provided in given time and grid power restrictions, buffer capacity and HPC rating must be increased, which means longer buffering times and charging intervals. 5. The partial use of buffer capacity gives a possibility to exploit the battery more effectively at smaller charging and discharging rates, e.g. for grid support (buffer-to-grid applications). However in this variant, the converters and battery must be designed to operate in wider voltage range. 6. With cost, mass and volume restrictions, the buffer is optimally based on lithium iron phosphate cells. Electrochemical storage, however, is related to additional losses thanks to poorer roundtrip efficiency than i.e. ultracapacitors. The proposed design procedure will be soon implemented on a working demonstrator. Smart charging stations will be used to limit charging to off-peak hoursLowenthal, ’10 - CEO Coulomb Technologies (Richard, February 23, Hearing Before a Subcommittee on the Committee on Appropriations, United States Senate, “Opportunities and Challenges Presented in Increasing the Number of Electric Vehicles in the Light Duty Automotive Sector,” http://www.gpo.gov/fdsys/pkg/CHRG-111shrg56643/pdf/CHRG-111shrg56643.pdf, p. 83-4) http://www.gpo.gov/fdsys/pkg/CHRG-111shrg56643/pdf/CHRG-111shrg56643.pdf Question. Will public or other charging stations that are used during peak hours be a problem? Answer. The answer is no, and the reason is simply that it won’t happen enough to matter. First, the vast majority of shared and other charging stations will be Level II (charging at 220 Volts). The power draw from these stations will be man- ageable for the generation and distribution assets in most of the Nation. More im- portantly, however, most people will charge their vehicles at night and when they first get to work. From a systems standpoint, it is also important to note that smart charging sta- tions will have mechanisms that limit charging to off-peak hours. If utilities are able to offer pricing incentives to charge off-peak, very little charging will take place on- peak form shared or private Level II chargers. Current electrical grid has the capacity for ¾ of autos without adding a single plantKaplan et al., 10 – *affiliated with Frontier Group, a think tank that issues issue experts, writers and analysts to produce ideas and research to promote a cleaner environment and a fairer and more democratic society, **Brad Heavner, B.A. from the University of Michigan, Senior Policy Advisor for Environment America and State Director of Environment Maryland, AND ***Rob Sargent, graduate of the University of Vermont, Energy Program Director for Environment America and oversees policy and strategy development for energy and global warming campaigns throughout the U.S., more than two decades of experience leading a wide range of environmental and public interest campaigns (Siena, Charging Ahead: Curbing Oil Consumption with Plug-in Cars”, Environment Maryland Research & Policy Center, June 2010, http://www.environmentmaryland.org/sites/environment/files/reports/Charging-Ahead.pdf)//BI The current electric grid could handle a significant portion of U.S. cars running on electricity, especially if they’re charged at times of the day when electricity demand is low. Even if cars are charged during times of high demand, the gradual introduction of plug-in cars will not put a large strain on our electric system. America’s electric system is designed to supply reliable power under all conditions. That means that the nation must have enough power plants and transmission wires to provide power for the few hours each year—usually during summer heat waves—when electricity consumption peaks. Most of the time, however, there are vast amounts of unused capacity in the system. This extra capacity is enough to fuel 73 percent of the cars, SUVs, pickup trucks and vans in the United States as plug-in hybrids without adding a single additional power plant.25 The times when there is the most extra capacity in the electric system also happen to be the times when most Americans will charge their plug-in vehicles—at night. Utilities could encourage nighttime charging by providing lower, off-peak electric rates during those hours, as some utilities already do. Drivers could also use a controller for their home charger—a “smart charger”—that would start charging the car at the time that rates drop, so they wouldn’t have to worry about what time they plug the car in.26 Lower electric rates would add to the cost savings of electricity versus gasoline as a vehicle fuel. A buffered ultrafast EV charging station solves problems with the grid impactHõimoja and Rufer, 12 - Swiss Federal Institute of Technology Lausanne, Lausanne, Switzerland (H. Hõimoja, A. Rufer, “INFRASTRUCTURE ISSUES REGARDING THE ULTRAFAST CHARGING OF ELECTRIC VEHICLES”, 2012, http://infoscience.epfl.ch/record/175699/files/Hoimoja%20Hardi%20_Infrastructure%20Issues_EPFL_IAMF2012.pdf | JJ) The state-of-the-art electric vehicle (EV) charging is limited to the rated current and voltage of conventional household sockets. For continental Europe, where 230 V/400 V phase-to-neutral and phase-to-phase voltages are used with 16 A sockets as standard, recharging an average EV battery takes at least 6 hours from one-phase connection and 2.5 hours if a three-phase connection is available 1 . There exists already a quick-charging method promoted by the CHAdeMO consortium, allowing recharging an EV battery to 80 % of its rated capacity within 20…30 minutes and based on the IEC 61851-23 standard 2,3 On a highway, this yields driving/charging time ratio in the range of 3:1, which is far away from making EV a serious alternative for long distance driving. Transferring energy to an electric vehicle traction battery in as short timeframe as possible requires high power, determined not only by the battery’s capacity and charging time, but also by the inherent losses due to the electrochemistry. From the grid operator’s viewpoint such peaks are undesirable, because they necessitate overdimensioning of cables, power transformers, protection devices etc. The situation becomes even more aggravated if multiple vehicles are charging simultaneously, which brings along the need for a medium voltage connection 4 . A possibility to alleviate the grid impact of the ultrafast charging lies in decoupling load from the grid. This can be done with the implementation of energy storage elements, which act as a buffer between the grid and the charging terminal 5 . A similar approach has been recently implemented in the fast charge of compressed air propelled vehicles 6 . Several energy storage media are further evaluated in terms of performance and costs and an optimal solution proposed. Finally, a buffered ultrafast EV charging station structure is proposed. Such a station is composed of several modules, comprising in connection ports for the utility grid, EV, storage medium and a common power bus. The modular architecture ensures extensibility if the station’s utilisation grows, i.e. the EV market share increases. EVs will not cause grid outages – utilities are preparedMotavalli, ‘12 – Journalist and book author focused on the environment, writer for The New York Times, the Mother Nature Network, The Daily Green, senior writer and past editor of E: the Environmental Magazine, member of the Society for Environmental Journalists (Jim, “Will Electric Cars Cause More Summer Power Outages?,” New York Times, July 8 2012, http://wheels.blogs.nytimes.com/2010/07/08/will-electric-cars-cause-more-summer-power-outages/) // AMG Phil Gott, managing director of automotive consulting for IHS Automotive and the author of reports on E.V. adoption, said it’s likely that utilities will “see the added load coming and will add capacity where necessary.” But, he added, “If they elect not to take it seriously, then yes, we’ll have issues.” Con Ed, which has called some New York customers during the heat wave and asked them to voluntarily turn off nonessential appliances, says it’s not worried about the coming E.V. load. “We don’t foresee a problem because of the small number of vehicles expected over the next few years,” said Sara Banda, a Con Ed spokeswoman. Ms. Banda noted that 3,535 Con Ed customers (of over three million) in the five boroughs and Westchester County were without power early on Wednesday afternoon. She said the company has pilot programs under way to “better understand how charging patterns will impact our system in the future.” She pointed to an 18-month program in Queens that was, among other things, evaluating E.V. chargers and said that Con Edison re-evaluated its estimate of electric load annually. EVs will not harm the grid – even dumb grids can prevent overchargingMotavalli, 12 – Journalist and book author focused on the environment, writer for The New York Times, the Mother Nature Network, The Daily Green, senior writer and past editor of E: the Environmental Magazine, member of the Society for Environmental Journalists (Jim, “Will Electric Cars Cause More Summer Power Outages?,” New York Times, July 8 2012, http://wheels.blogs.nytimes.com/2010/07/08/will-electric-cars-cause-more-summer-power-outages/) // AMG A January 2010 report for Mayor Michael Bloomberg’s PlaNYC estimates that New York could have tens of thousands of electric vehicles (including plug-in hybrids) by 2015. These include the electric drive Smart and the Chevrolet Volt, both of which have recently announced that New York will be among their early markets. The PlaNYC report concludes that the expected adoption rate “should not threaten the stability of the electric grid as long as most chargers are ‘smart,” allowing charging to take place during off-peak hours.” That’s by no means assured, however, because high-tech smart grids are still embryonic in many areas. One solution, proposed by energy companies, such as DTE Energy in southeastern Michigan, is to encourage electric car owners to charge at night. Scott Simons, a spokesman for DTE Energy, said the utility was developing an incentive to offer one-third price reduction during off-peak hours. Branko Terzic, a former commissioner at the Federal Energy Regulatory Commission who is regulatory policy leader in energy and resources at Deloitte, said that such time-of-day rates can be put into effect even with “a dumb grid.” He said that some utilities had delayed making smart grid improvements because they were a capital cost with benefits in the future. 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