Methods and systems for estimating frequency support

Abstract

A method for providing an aggregated profile of estimated frequency support (FS) capacity over time for a plurality of batteries subject to a fluctuating power exchange schedule. The method comprises generating a plurality of ranges of FS C-Rates for corresponding SoCs of a battery of the plurality of batteries. In each generated range, a FS C-Rate can be selected for the respective SoC to provide FS without exceeding a power limit of the charging infrastructure; selecting a plurality of FS C-Rates for a plurality of corresponding SoCs using the generated ranges; generating a profile of estimated FS capacity at least by providing the plurality of selected FS C-Rates over time; repeating the steps for the plurality of batteries to generate a plurality of profiles of estimated FS capacity over time; and combining the plurality of profiles of estimated FS capacity over time.

Description

[0001] SP3140 METHODS AND SYSTEMS FOR ESTIMATING FREQUENCY SUPPORT FIELD OF THE INVENTION [1] The present disclosure generally relates to methods and systems for estimating frequency support; particularly though not exclusively to estimating frequency support of batteries that are subject to a fluctuating power exchange schedule. BACKGROUND OF THE INVENTION [2] In managing an electrical grid, a grid operator usually is expected to keep the frequency of the power offered on the grid stable, but it can be challenging to keep the grid frequency within an allowable margin. Different jurisdictions employ varying arrangements, that can overlap in concept, to manage the electrical grid. For instance, in the US, in some instances, “regional transmission operators” (RTOs) or “independent system operators” (ISOs), and in Europe, in some instances, transmission system operators (TSOs) generally are responsible for managing grid stability. These grid operators often are involved in energy or electricity markets where bids can be made to purchase various energy services (frequency support, electricity, energy flexibility (which refers to the ability to adjust power generation and / or demand)), which can be used to achieve grid stability. [3] Certain energy markets (e.g., “day-ahead” energy market, “real-time dispatched” energy market) allow participation by electricity consumers / end users of the electricity supply chain in which the consumers endeavor to appropriately control its various energy assets and / or consumption so as to make available to the grid the offered product / service, in return for payment pursuant to the terms of the offer. The concept of an energy customer providing an electricity-related product or service (e.g., electricity use curtailment) on a wholesale electricity market is commonly referred to as “demand response” (DR). [4] One particularly applicable asset for DR is batteries connected to the electrical grid because the power exchange (charging or discharging) schedule of such connected batteries can be controlled to provide the offered product or service (“controlled batteries”). For such controlled batteries, power exchange with the grid does not necessarily take place whenever the controlled battery is connected to the grid. Instead, the power exchange is carried out according to a power exchange schedule that has been set according to certain optimization priorities (such as, cost, demands, stability maintenance, etc.). The power exchange schedule dictates an SP3140 exchange rate at a certain time and can often be provided at an earlier time (such as at least 24 hours ahead of the start of the power exchange schedule). [5] Controlled batteries are versatile in providing energy products or services. For instance, depending on the respective state of charge (Soc), they can offer to sell (i) stored electricity (discharging), (ii) electricity storage (charging), and (iii) frequency support services (during a power exchange), all of which are particularly useful to purchase to meet demand peaks in the grid. For controlled batteries not already providing or committed to providing frequency support (instead are connected to the grid and controlled for other purposes, such as providing stored electricity and / or electricity storage), they can be further leveraged to additionally provide frequency support. [6] Examples of such controlled batteries that are also available for FS support include batteries in electric vehicles (EVs), particularly in fleet operations; home batteries (including those connected to solar panels; and larger-scale or industrial-scale battery systems, such as second life batteries or continuous extended industry battery systems for peak shaving or operating in arbitrage markets, including those connected with photovoltaic components. [7] There have been various disclosures around leveraging the batteries of EVs to support of the electricity supply grid, such as international application WO03 / 062018A2, which also published as U.S. Pat. Pub. No.2005 / 127855. Fleets of EVs have been noted as an attractive option due to the generally known and consistent operating schedules, which translates to the likelihood of reliably estimating batteries availability, thereby enabling meeting of requirements for participation in various energy markets. For instance, US20210331603A1 discloses a method for providing electric exchange power for a plurality of electric vehicles of a fleet of electric vehicles for feeding into an electricity supply grid or drawing from the electricity supply grid by way of a charging infrastructure of the fleet. Another example is Optimizing Electric Vehicle Charging With Energy Storage in the Electricity Market, Chenrui Jin; Jian Tang; Prasanta Ghosh, et al. Yet another article is The influence of frequency containment reserve flexibilization on the economics of electric vehicle fleet operation, Jan Figgener, Benedikt Tepe, Fabian Rücker, Ilka S. [8] These articles recognize the potential of the collective capacity of an EV fleet in grid support. They, however, fail to recognize that potential for frequency support by batteries that SP3140 are subject to fluctuating power exchange schedules; thereby also failing to address one or more challenges associated with implementation of such support. [9] Accordingly, there is still a need for systems and methods to provide frequency support to an electrical grid using batteries subject to a fluctuating power exchange schedule. SUMMARY OF THE INVENTION

[0010] According to one aspect, there is provided a method for providing an aggregated profile of estimated frequency support (FS) capacity over time for a plurality (two or more) of batteries subject to a fluctuating power exchange schedule. The method comprises: (a).generating a plurality of ranges of FS C-Rates for corresponding SoCs of a battery of the plurality of batteries, where in each generated range, a FS C-Rate can be selected for the respective SoC to provide FS without exceeding a power limit of the charging infrastructure, where each range is determined based at least on a respective power exchange schedule of the battery and an energy requirement of the charging infrastructure; selecting a plurality of FS C- Rates for a plurality of corresponding SoCs of the battery using the generated ranges of FS C- Rates; generating a profile of estimated FS capacity over time for the battery at least by providing the plurality of selected FS C-Rates over time; and repeating steps (a) through (c) for other batteries in the plurality of batteries to generate a plurality of profiles of estimated FS capacity over time; and combining the plurality of profiles of estimated FS capacity over time to generate the aggregated profile of estimated FS capacity.

[0011] Optionally, the generating the plurality of ranges of FS C-Rates for a respective charging rate comprises: calculating a SoC value for FS delivery (FS SoC) during charging for a corresponding SoCnvalue using at least equation (A) ^^^^ ^^^^^^^^^^^^^^ = ^^^^^^^ − ^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (A)where ^^^^^^^is any value between 0% and 100%; where ^^ℎ^^^^^^^^^^^^^^^^^^^^^is a charging rate at the respective ^^^^^^^, and where ^^ோ^^௨^^^ௗis an energy band requirement. The method can further comprise correlating the calculated ^^^^ ^^^^^^^^^^^^^^value to a charging C-Rate at the ^^^^^^^value used in equation (A), where the correlated charging C-Rate is a minimum FS C-Rate for the respective ^^^^ ^^^^^^^^^^^^^^value. The method can further comprise: calculating a plurality of ^^^^ ^^^^^^^^^^^^^^values for corresponding SoCnvalues using at least equation (A); correlating the plurality of calculated ^^^^ ^^^^^^^^^^^^^^values to corresponding charging C-Rates at the respective ^^^^^^^values used in equation (A) to provide a plurality of sets of SP3140 ^^^^ ^^^^^^^^^^^^^^and corresponding minimum FS C-Rates; and interpolating another set of ^^^^ ^^^^^^^^^^^^^^value and corresponding minimum FS C-Rate value using at least two sets of ^^^^ ^^^^^^^^^^^^^^, minimum FS C-Rate values. The method can further comprise providing a charging C-Rate at a SoC value as the maximum FS C-Rate value for the range of FS C-Rates during charging for said SoC value; and providing a charging C-Rate correlated to the ^^^^ ^^^^^^^^^^^^^^value having the same value as said SoC as the minimum FS C-Rate value for said range of FS C-Rates.

[0012] Optionally, the generating the plurality of ranges of FS C-Rates for a respective discharging rate comprises: calculating a SoC value for FS delivery (FS SoC) during discharging for a corresponding SoCn value using at least equation (B) ^^^^ ^^^^^^ௗ^^^^^^^^^ = ^^^^^^^ + ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (B)where ^^^^^^^is any value between 0% and 100%, where ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^is a discharging rate at the respective ^^^^^^^, and where ^^ோ^^௨^^^ௗis an energy band requirement. The method can further comprise correlating the calculated ^^^^ ^^^^^^ௗ^^^^^^^^^value to a discharging C-Rate at the ^^^^^^^value used in equation (B), where the correlated discharging C-Rate is a minimum FS C-Rate for the respective ^^^^ ^^^^^^ௗ^^^^^^^^^value. The method can further comprise calculating a plurality of ^^^^ ^^^^^^ௗ^^^^^^^^^^values for corresponding SoCn values using at least equation (B); correlating the plurality of calculated ^^^^ ^^^^^^ௗ^^^^^^^^^values to corresponding charging C-Rates at the respective ^^^^^^^values used in equation (B) to provide a plurality of sets of ^^^^ ^^^^^^ௗ^^^^^^^^^and corresponding minimum FS C-Rates; and interpolating another set of ^^^^ ^^^^^^ௗ^^^^^^^^^value and corresponding minimum FS C-Rate value using at least two sets of ^^^^ ^^^^^^ௗ^^^^^^^^^^, minimum FS C-Rate values. The method can further comprise providing a discharging C-Rate at a SoC value as the maximum FS C-Rate value for the range of FS C-Rates during discharging for said SoC value; and providing a discharging C-Rate correlated to the ^^^^ ^^^^^^ௗ^^^^^^^^^value having the same value as said SoC as the minimum FS C-Rate value for said range of FS C-Rates. The method can further comprise providing the smaller value between (i) the minimum FS C-Rate value during charging and (ii) the minimum FS C-Rate value during discharging as the minimum FS C-Rate value for said SoC during symmetrical operations.

[0013] Optionally, the selecting of the FS C-Rate in the generated range is further based on a priority. Optionally, the priority comprises at least one of maximized frequency support, battery SP3140 longevity, reduced charging time, and any combination thereof. Optionally, the selecting is further based on two or more priorities, where the priorities are ranked.

[0014] Optionally, the plurality of batteries comprises a plurality of EVs, where operation of the plurality of EVs is based on a schedule comprising a time during which the plurality of EVs connect to a charging infrastructure to conduct power exchange with an electrical grid connected therewith.

[0015] Optionally, at least one of (i) the profile of estimated FS capacity of a battery and (ii) an aggregated profile of estimated FS capacity being for a future time period. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawing figures depict one or more implementations in accordance with the present teachings, by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements.

[0017] FIG.1 schematically shows an exemplary system to which the methods according to aspects disclosed herein can be applied.

[0018] FIG. 2 is a flow diagram illustrating an exemplary embodiment of the methods according to aspects disclosed herein.

[0019] FIG. 3 is an exemplary chart of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0020] FIG. 4 is another exemplary individual profile of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0021] FIG. 5 is another exemplary individual profile of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0022] FIG. 6 is another exemplary individual profile of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0023] FIG. 7 is yet another exemplary individual profile of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0024] FIG.8 is exemplary aggregated profile of estimated frequency support capacity that can be generated in accordance with aspects disclosed herein.

[0025] FIG.9 is an exemplary graphical depiction of various ranges of C-Rates with respect to state of charge according to aspects disclosed herein. DETAILED DESCRIPTION OF THE INVENTION SP3140

[0026] The present invention will now be described in detail with reference to embodiments thereof as illustrated in the accompanying drawings. References to “one embodiment,” “an embodiment,” “an example embodiment,” etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. Other suitable modifications and adaptations of the variety of conditions and parameters normally encountered in the field, and which would be apparent to those skilled in the art, are within the spirit and scope of the invention.

[0027] Although the description herein provides numerous specific details that are set forth for a thorough understanding of illustrative embodiments, it will be apparent to one skilled in the art that embodiments may be practiced without some or all of these specific details. In other instances, well known process steps and / or structures have not been described in detail in order to not unnecessarily obscure the present invention. The features and advantages of embodiments may be better understood with reference to the drawings and discussions that follow.

[0028] In addition, as noted above, when like elements are used in one or more figures, identical reference characters will be used in each figure, and a detailed description of the element will be provided only at its first occurrence. Some features or components of the systems or processes described herein may be omitted in certain depicted configurations in the interest of clarity.

[0029] Aspects disclosed herein provide methods to provide frequency support (FS) to an electrical grid using batteries connected to such grid for power exchange, which batteries are subject to fluctuating power exchange schedules (“controlled batteries” as the power exchange of such batteries are being controlled). Such fluctuating rates pose potential challenges for controlled batteries to offer frequency support as a product or service for bidding on the energy markets, especially in certain markets that require an estimate of future FS availability and implementation of such support. The disclosure may refer to EVs or EV batteries, including a fleet of EVs, as a specific example of the type of controlled batteries to which embodiments of SP3140 the disclosed method can be applied. Such specific mentions to EVs are not intended to limit the disclosure to only EVs or EV batteries. Further, it is understood that the controlled batteries to which embodiments described herein can apply do not include batteries that are subject to a fluctuating power schedule for the reason of providing FS because those would not have the capacity to provide further FS. Also, the present disclosure may not specifically reference “controlled batteries” in descriptions of specific examples, such as those related to EVs, for the sake of brevity as reference to a power exchange schedule (such as a charging and / or discharging rate), which context signifies fluctuates over time, already indicates that such batteries are controlled batteries that are subject to a fluctuating power exchange schedule.

[0030] There are different types of frequency support to help achieve grid balancing, such as automatic Frequency Restoration Reserve (aFRR), manual Frequency Restoration Reserve (aFRR), and Frequency Containment Reserve (FCR). aFRR is a centralized automatically activated reserve. Its activation is based on a power change signal calculated on the base of the frequency deviation. Its purpose is to return the frequency to the nominal value. FCR is an active power reserve that is automatically controlled based on the frequency deviation. FCR may be Frequency Containment Reserve for Normal Operation, FCR-N, or Frequency Containment Reserve for Disturbances, FCR-D. Accordingly, the embodiments disclosed herein may be used to provide frequency support in any one or more of the following services: frequency containment reserve normal (FCR-N), frequency containment reserve disturbance (FCR-D), automatic frequency restoration reserve (aFRR), manual frequency restoration reserve (mFRR), a fast frequency reserve (FFR), replacement reserve (RR), balancing mechanism (BM), enhanced frequency response (EFR), demand side response (DFR), demand turn up (DTU), firm frequency response, fast reserve (FR), short term operating reserve (STOR), dynamic containment (DC), and transmission constraint management (TCM). It will be appreciated that different countries or geographical regions may have different names for these types of frequency support services.

[0031] The grid frequency balancing may comprise up regulation and / or down regulation. Up regulation means increasing power production or decreasing consumption. Down regulation means decreasing power production or increasing consumption. The up regulation and down regulation may be symmetric or asymmetric. In asymmetric (or unidirectional) operations, the EVs cannot discharge into the grid. Nevertheless, frequency support can be provided via unidirectional V2G through variation or manipulation of charging schedule, which allows for SP3140 throttling or increasing of scheduled power when needed. Although capability for frequency support via unidirectional is more limited than symmetric (bidirectional) operation, unidirectional V2G is expected to be widely implemented before the full implementation of bidirectional V2G. As such, methods for aggregation and methods for provision of aggregated frequency support are needed for both modes of operation.

[0032] An energy exchange can have many hierarchical arrangements. One example of such arrangement is employed by the European market in which the lowest level nodes are made up by industrial energy producers as well as private and industrial consumers. Furthermore, since private households are also allowed to generate and feed-in electricity into the public grid, there are entities consuming and producing energy at the same time (prosumer, e.g., using solar panels). Similarly, referring to FIG.1, the estimated FS reserve of individual EVs connected to grid 110 via a grid connection point 112A or 112B can be aggregated, such as using methods disclosed herein. Optionally, at this level, there can be a local controller 108A or 108B to manage the charging of EVs via charging terminals 106 at each site connected to grid connection point 112A or 112B. The aggregated FS reserve from each site can further be aggregated via pool operation into a balanced group or balancing pool 118. One primary objective of pool operation is to balance the energy consumption and production within these groups. The balance groups are managed by companies called balance responsible parties (BRP) or balance group operators 120, which forms the second level of the energy market hierarchy and are also in charge of ensuring that the energy quantity contracted to provide or to consume is equal to the quantity really provided or consumed. The third level comprises the transmission system operators (TSOs) (not shown) to which the BRPs sell the pooled energy products, including frequency support, electricity, and energy flexibility (which refers to the ability to adjust power generation and / or demand). The TSOs ensure a stable operation of the grid and the transport of electricity to their final destination, which can include drawing on one or more of these energy products on the market to achieve such stability.

[0033] BRPs and / or TSOs typically purchase frequency support beyond the capability of the grid as buffer to draw upon when loads fluctuate, which drives up or down the frequency needed to maintain stability during normal operation and disturbances. To sell frequency support on the exchange, at least the BRP often requires a forecast of the next day’s frequency support being offered for sale so it can balance its group accordingly. Such forecasting requires reliable SP3140 methods to aggregate available frequency support over a future time, which can be a challenge in general when intermittent renewable energy sources are involved, particularly EV batteries. The embodiments disclose herein provide methods to aggregate available FS of fleet(s) of EVs that preferably have established operating schedules, which allows for a certain level of predictability. The output of aggregated available FS, which can represent the required forecast of the available FS being offered on the exchange, thereby allowing leverage of the batteries of EVs connected to the grid. In addition, optionally, the present disclosure also provide methods to deliver the FS once under contract.

[0034] The embodiments disclosed herein can apply to either unidirectional or bidirectional V2G systems. FIG.1 schematically shows two fleets 102A and 102B that can be recharged at a corresponding charging infrastructure 104A and 104B, each comprising one or more charging terminals 106. As used herein, the term “fleet” has its ordinary meaning, where examples of a fleet 102 may comprise a number of electric buses of a transport operator, for example for public transport. The fleet 102 may also comprise electric vehicles of a delivery company or supply company. A fleet 102 can also comprise several groups sub-fleets. For instance, fleets 102A and 102B may each be referred to as an individual fleet. Alternatively, both fleets 102A and 102B may be considered sub-fleet forming fleet 102. It is understood that frequency support capacity from electric vehicles (EVs) in fleets 102A and 102B can be combined to offer on an energy market, such as using methods disclosed herein. To the extent the estimate of frequency support availability includes transfer capability of charging infrastructure, including a grid connection point, then a fleet comprises EVs connected to terminals 106 that are part of the charging infrastructure to which a controller has information about (as well as other relevant information, including about the connected EVs) to generate the estimate of aggregated frequency support. Further, various aggregated frequency support estimates can be combined (aggregated) for submission to the market and / or combined by the BRPs. As such, the reference numerals 102A, 102B, and 102 may be used interchangeably or to signify a particular fleet, depending on context. Also, reference to “fleet” can mean fleet 102A, fleet 102B, and / or both fleets 102A and 102B, depending on context.

[0035] As shown, by way of example each fleet 102A and 102B has three electric vehicles 114, each of which is connected to a respective charging terminal 106. The charging terminals may be connected to the electricity supply grid 110 via grid connection points 112A and 112B. SP3140 The term “grid connection point” has its ordinary meaning as understood by one of ordinary skill, which may also be known as PCC (point of common coupling), including a metering point where a local transformer (and associated infrastructure) may be provided to transform from a higher voltage to a lower voltage and / or the transition from a public grid to a private grid.

[0036] It is understood that one part of the charging infrastructure 104A and 104B may be a physical connection between multiple charging points 106. The charging infrastructure 104A and 104B may also consist of multiple distributed charging points and / or groups of charging points, where (even if not depicted) such groups of charging points or possibly even individual charging points may each be connected on their own to the electricity supply grid 110. The electric exchange power between a charging infrastructure 104 (which may refer to 104A and / or 104B, as context dictates) and grid 110 may be done via the respective grid connection point 112 or multiple grid connection points, depending on how the charging infrastructure is configured.

[0037] As shown, each charging infrastructure 104 comprises its respective charging controller 108 that coordinates or controls the electric charging process of the electric vehicles 114 that are connected to charging terminals 106. Each electric vehicle 114 has a battery, which may also be referred to as an electrical storage unit (depicted as 118), each of which has its state of charge when it connects to a respective charging terminal 106 for charging. Additionally or alternatively, one or more replacement storage units (not depicted) can also be connected to at least one charging point 106 to provide frequency support in a similar manner as described herein.

[0038] Suitably, charging controller 108 can actuate the charging process, and thereby actuating the storage unit (or battery) of the respective electric vehicle 114. The actuation can be done via actuating each charging terminal 106. Additionally or alternatively, charging controller 108 optionally can actuate distributor nodes (not depicted). Optionally, charging controller 108 may have stored information about properties of the charging infrastructure 104 and / or receive it in the form of up-to-date data, such as capacity of the respective grid connection point 112 (static or dynamic), and the local grid transport capacity (from charger 106 to grid connection point 112) and additional local loads. It may also have stored information about properties of the electrical storage units (or batteries) 118 of the electric vehicles 102 and receive and process up- to-date information about the state of charge and possibly other properties of the respective storage units 118, such as via the respective charging terminal 106. Fleet 102A and 102B are SP3140 operated on a schedule that includes allotted time frames during which the EVs 114 connect to the respective charging infrastructure 104 located at a site to receive power from an electrical grid 110 connected thereto (optionally, additionally to discharge power to the electrical grid). Because the operation of the fleet 102A and 102B is on an established schedule, including operating conditions of the associated charging infrastructure, there is a set of relevant information available to facilitate reliably estimating available FS to participate in reserve markets according to the aspects of the present disclosure. The relevant information includes one or more, including all of the following: a forecasted arrival time, a forecasted state of charge (SOC) upon arrival of vehicles 114 of the respective fleet 102, a forecasted or scheduled departure time, a target state of charge at departure based on driving schedule and weather conditions, fleet requirements (including reserve driving capacity, reserve vehicles, and vehicles not in operation) and power exchange properties (including charging or discharging rates or curves). For instances of controlled batteries that are not part of an EV, similar features can be used, such as the time when charging or discharging begins and ends, which should be provided by the respective rates. Optionally, other factors that may be considered in the estimate can include one or more, including all, of the following: battery size of each vehicle, service life- relevant battery characteristics, state of charge-dependent and power-dependent wear indicator, battery quality.

[0039] Accordingly, FIG.2 is a diagram illustrating a method to provide frequency support to an electrical grid, such as grid 110, using one or more batteries from a fleet of EVs. At step 200, the method comprises generating an aggregated profile of estimated FS capacity over a period of time for a fleet comprising a plurality (two or more) of EVs. As described in the present disclosure, operation of the fleet 102 is based on a schedule that comprises a time during which the EVs 114 connect to the charging infrastructure 104 to exchange power with the grid 110. The generating step 200 can optionally comprise step 202 of determining a range of FS C- Rate delivery for each SoC in a plurality of SoCs, and up to 0% to 100% SoCs, for a battery of an EV while connected to a charging infrastructure (such as 104). The capacity of an individual battery of an EV of a respective fleet 102 (and hence, cumulatively the fleet) to provide FS is dependent on SoC and the power exchange conditions between the batteries 118 and electrical grid, such as energy band requirement, charging rate, and discharging rate, optionally as well as other factors such as ambient temperature and charging infrastructure. As noted elsewhere, the SP3140 generally consistent nature of the operation schedule of a fleet can provide a reliable forecast of arrival and departure times, arrival and departure SoC, and power exchange properties. The nature of fleet operation also enables consideration of changes to the fleet in the forecasting of frequency support capacity. For instance, if a new EV is added or if there are changes to power exchange operations (e.g., going from asymmetric to symmetric), then those changes can be inputted into the methods provided herein (directly or indirectly through operational data) to generate a calculation of FS availability that reflects such changes.

[0040] The FS delivery can take place during different phases of power exchange, including at least one of (i) FS during power exchange (charging and / or discharging), (ii) FS during idling periods of the EV, meaning neither charging nor discharging activities, which is a comparable scenario to stationary storage systems, and (iii) FS during power exchange with temporary feed in (which is a combination of (i) and (ii)). Because the SoC can vary through these phases, it is preferred that the fleet 102 provides FS while connected to charging infrastructure 104 without exceeding the permitted power exchange requirements.

[0041] The charge and discharge rates of a battery, including the battery of an EV 114, is dependent on its C-rates (or charging rates). A C-rating of a battery is the measurement of current at which the battery is charged and discharged. The capacity of a battery is generally rated and labelled at the 1C rate (1C current). This means, for instance, a fully charged battery (such as, SOC = 100%) with a capacity of 10A*h is expected to provide 10 Amps for one hour at a C-rate of 1C. The same 10A*h battery being discharged at a C-rate of 0.5C is expected to provide 5 Amps over two hours, and if discharged at a 2C rate, it is expected to provide 20 Amps for 30 minutes. Likewise, the same 10A*h battery with a SOC of 0% can be fully charged in one hour at 10 Amps (1C) or in two hours at 5 Amps (0.5C). As used herein, “SoC” or “SOC” refers to the state of charge for a battery and is usually given in % of the total charge theoretically stored in the battery.

[0042] The FS C-rate for an individual vehicle and / or battery, and cumulatively for fleet 102A or 102B, is the maximum marketable FS capacity of that individual battery or aggregated maximum marketable FS capacity for the respective fleet. The FS C-rate over time for an individual battery or vehicle can be calculated by multiplying the respective C-rate at which the aggregated battery capacity of the respective fleet provides the FS with the individual battery’s capacity. The aggregated FS C-rate for the fleet is the summation of the individual FS C-rates in SP3140 that fleet. Using the aggregated FS C-rate allows for aggregation of FS capacity across batteries of different capacities.

[0043] For example, for a particular battery at 50% SOC, it can be charged with 1C at that instance of SOC, which allows a certain C-rate value for FS delivery. On the other hand, at 73 % SOC (which can be about 13.8 minutes after the start of FS delivery and charging), the battery can no longer absorb charging current with 1C and the charging rate (C-rate) decreases, which means the C-rate for FS delivery needs to be lowered at 73% SoC as compared to 50% SoC to avoid exceeding the permitted power. Such decrease of FS C-rate over time as the SoC increases may not comply with specifications for FS delivery, which may require a steady FS C-rate over a period of time. As such, it may be preferred to select a FS C-rate that can remain relatively consistent throughout the power exchange. Knowing the range of suitable FS delivery C-Rate for a SoC, for asymmetrical charging, asymmetrical discharging, and / or symmetrical operations, facilitates generation of a profile of estimated FS capacity over time for an individual EV.

[0044] At step 206, a profile of available FS over time for an individual EV (e.g., 118) of the fleet can be generated, using at least the max FS C-Rate for a particular SoC, charging or discharging rate (as provided by a charging schedule or a charging curve), and arrival SoC and departure SoC. Examples of such a profile of available FS (marketable FS capacity or FS C- rate) are shown in FIGS. 3 and 4. As can be seen, the estimated FS capacity is depicted as a graph of estimated FS C-Rates at given times over a selected period, including the duration of when the EV is connected to the charging infrastructure.

[0045] Between the arrival time when an EV 102 connects to charging infrastructure 104 and the departure time, there is flexibility to arrange the power exchange profile, such as constant charging soon after arrival at a certain rate until fully charged with idling thereafter or delay until close to departure with idling beforehand or anything in between including intermittent power exchanges. Different types of profiles of available FS can be generated to leverage this flexibility while staying in the range of FS C-Rate for a particular SoC.

[0046] For example, FIG. 3 shows available FS profile 302 generated to accommodate or maximize FS availability based on charging and discharging schedule 306 and for a corresponding SoC of the individual battery, presented as 304. Optionally and preferably, the BRP may provide charging schedule 306 based on its balancing needs or market activities. Charging schedule 306 is preferably for a future time during which FS may be offered on the exchange. Optionally, the provided charging schedule 306 may have been selected based on optimal monetary value of the FS reserve and / or optimal energy price.

[0047] For a given charging schedule 306, the corresponding SoC of an EV of a fleet at an instance during that schedule may be determined, at least due to having information about the established operation schedule of the fleet. With such information, the range of FS C-Rate can be calculated for a particular SoC from 0% to 100%, such as according to the descriptions provided elsewhere, which allows for generation of a profile of estimated FS capacity over time for an individual EV, such as any one of FIGS. 3 - 7. As shown in FIG. 3, the EV has an estimated arrival SoC of 20% and was scheduled to be discharged to 10%, which means it has availability to provide FS at about 0.2 soon after when discharging stopped. FS availability (which can also be characterized as FS delivery, depending on context) can continue at around 0.2 until charging is activated around 22:30 according to charging schedule 306. Between 19:00 and 22:30, FS availability or delivery would be during an idle period of no charging or discharging. As the departure time approaches, the second charging session begins around 3:00 and ends around 5:00, during the SoC increases to a selected level for departure, such as 80% and the available FS decreases to 0.2 to allow charging to take place without exceeding the permitted charging power. Once the SoC reaches the selected level for departure and charging stops, there can be some additional FS available, such as 0.05 more, until departure. The total available estimated FS based on profile 302 is 3.37 C*h of FS (sum of FS C-Rate) between arrival and departure, where FS delivery can be during (i) charging (i) idling periods (comparable to stationary storage systems), and (iii) charging with temporary feed in (combination of the first and second variant).

[0048] FIGS.4 - 7 show examples that demonstrate the range of available FS (FS C-Rate) profiles that can be generated, such as based on a typical charging profile or a modified one to optimize available FS. As can be seen in FIGS.4 - 7, a particular EV with an arrival (or start) SoC of about 20% and a departure SoC of 80% or more may be provided with different charging schedules, which in turn influences the available FS (FS C-rate) that can be offered. For instance, in FIG.4, the EV may be provided with charging profile 406, which maximizes the FS C-rate profile 402 by rapidly charging, which still allows for FS delivery, then pausing the charging and not resuming until closer to the departure time where the charging rate rapidly increases to bring the SoC to the required minimum charge, as can be seen with SoC profile 404. Because charging is paused for most of the duration of the time the EV is connected to the grid, FS support can be provided in the range of potential FS C-rate at a particular SoC without exceeding the power limit. Adding up the FS C-rate across profile 402 provides the max amount of available FS that can be offered over charging schedule 406 for this EV, which is 4.6 C*h FS delivery. Maximizing the available FS, such as via charging profile 406, however, can come at a cost to the life of the battery due to the rapid charging at the beginning and end of the charging session.

[0049] FIGS.5 and 6 demonstrate the other extreme where under charging profiles 506 and 606, the max amount of available FS that can be offered is 0.8 C*h FS delivery. Under charging profiles 506 and 606, the EV engages in charging immediately until it reaches 100% SoC and remains there until departure. Under charging profile 506, the SoC reaches 100% in about 2 hours at a charging C-rate of 0.4 and in about 4 hours under charging profile 606 at a charging C- rate of 0.2. At 100% SoC, the EV is not available to provide any FS since that would exceed the power limit. As can be seen with FS C-rate profiles 502 and 602, the only available time to provide FS is during active charging before the SoC reaches 100%. Having the SoC above the minimum of 80% for most of the charging session under charging profiles 506 and 606 effectively renders the EV unavailable or minimally available to provide any FS while connected to the grid.

[0050] FIG.7 demonstrates another way to achieve a relatively higher max available FS of 4.6 C*h FS delivery under charging profile 406, but with a steady charging C-rate while the EV is connected to the grid from arrival to departure rather than rapid charging upon arrival and closer to departure. Under charging profile 706, the SoC profile 704 steadily increases from 20% at arrival to the required 80% prior to departure using a charging C-rate of 0.05. As can be seen with FS C-rate profile 702, the SoC under charging profile 706 can provide a similar amount of FS, similar to FIG.4, but without the potential stress to the battery caused by the rapid charging.

[0051] As demonstrated by FIGS. 3 - 7, selection of timing and duration of the power exchange and / or the FS C-Rate value can be based on the desired objective (e.g., financial optimization and / or battery wear optimization) while complying with one or more, including all, boundary conditions of (i) any imposed regulations, (ii) the range of FS C-Rate at a particular SP3140 SoC, (iii) the overall time to charge to bring the SoC to the departure level, and minimum expected SoC profile from fleet operator for e.g. reserve operation.

[0052] Although the profiles in FIGS.3 – 7 are generated for a duration from an estimated arrival time and departure time, it is understood that modifications can be made as known to one of ordinary skill. For instance, an available FS profile can be generated over at least one hour, at least four hours, and at least 24 hours.

[0053] Referring back to FIG.2, after a profile of estimated available FS (expressed in FS C- Rate) over time for individual EVs of a fleet has been generated, at step 208, a plurality of profiles (two or more and including all) of the EVs in the fleet are combined to generate an aggregated profile of available FS over time. FIG.8 shows two examples of such aggregated profiles: 816A for a rural bus EV fleet and 816B for an urban EV bus fleet over a period of 24 hours. As similarly noted above, there can be different aggregated profiles generated, depending on various factors, such as a desired objective (financial and / or battery wear optimization) as noted elsewhere and / or days of the week (where different days can have different established operational schedule for the fleet).

[0054] Referring to FIG.1, different fleets (such as 102A, 102B, etc.) connected to charging terminals 106 at different grid connection points (112A, 112B, etc.) can have their respective aggregated FS profiles (116A, 116B, etc.), which can be pooled as part of balance group 118 to offer to the market via the balance group operator 120. The balance group 118 can have its own pooled profile of available FS 122.

[0055] With a forecast of available FS as a function of time of the day, fleets of EVs (e.g., 102) can participate in frequency balancing of electric grid or in intraday trading market. As noted elsewhere and known to one of ordinary skill, to participate in the frequency balancing, the reserve provider needs to submit bids to the reserve market in advance, e.g. the day before (in Finland by 7.30 GET the previous day). As such, it is desirable to have a reliable estimated or forecasted schedule or profile of available FS to submit bids and suitably implement any accepted bids.

[0056] Bid submissions may have minimum time requirements, such as increments of 4 hours. This can be achieved to by selecting a portion of time that meets a minimum time requirement of the market and providing a corresponding FS availability as determined via the aggregated FS profile (e.g., 802) and / or pooled FS profile (e.g., 122). Optionally, any generated SP3140 FS C-rate profiles (such as 402 – 702), which can optionally be determined for each minute, can be saved as a local FS schedule, accessible by a local controller 108 (if available), which can allow for quicker response to local changes, such as power fluctuations, as well as meet certain record keeping requirement to demonstrate FS is being provided according to submitted bids. Accordingly, at step 210, based on the aggregated profile, a unit of time for FS service can be provided on an energy market.

[0057] In one embodiment, the aggregated FS profile can be generated by a local charging controller 108 in communication with a grid connection point 112 to manage the power exchange of the associated EVs. For instance, the local charging controller 108 can receive a charging schedule for a specific period of time (such as the following day), where the charging schedule may be provided from any suitable source (such as a direct marketer, energy supplier, and / or BRP). The charging schedule provides the charging and discharging rates, which can be referred to as the charging C-Rate or discharging C-Rate (such as 306, 406, 506, 606, 706, respectively) with respect to time for the specified period of time. Using the information provided by the charging schedule, along with other information available to the local controller 108 as described herein, including a forecasted arrival time, a forecasted state of charge (SOC) upon arrival of vehicles 114 of the respective fleet 102, a forecasted or scheduled departure time, a target state of charge at departure based on driving schedule, optionally, weather condition (such as temperature), fleet requirements (including reserve driving capacity, reserve vehicles, and vehicles not in operation), and properties related to the charging infrastructure, like grid, transformer and charging power constraints or in accordance with a selected prioritization, if any, prioritization (such as maximized FS availability, reduced charging time, and / or battery longevity), the local controller 108 can generate an aggregated FS profile (such as 802) accordingly, as described herein. If a local controller 108 is not available, a proxy component (software program) may be used to generate the aggregated FS profile as described herein with access to the suitable information. The prioritization of how the aggregated FS profile may be generated may be selected by a suitable source, such as (a direct marketer, energy supplier, and / or BRP). More than one aggregated FS profiles for various prioritizations may be generated for bid submission to provide optionality and / or flexibility.

[0058] The aggregated FS profile(s) for each grid point connection 112 (whether or not generated by one or more connected local controller) are submitted to the BRP, who can further SP3140 pool or aggregate the various aggregated FS profiles together in various suitable ways to be monetized on the energy exchange market(s). For instance, in one scenario, the submitted bid (aggregated FS profile) is accepted as-is in toto, which leaves a smaller adjustment margin, optionally by the local controller 108, during implementation of the charging and FS delivery to adhere as close to the submitted bid as practically feasible. In another scenario, the amount of FS capacity that is accepted (or purchased) by the market is less than the submitted bid, which provides a relatively larger adjustment margin for FS delivery as there is more discretion to adjust charging and capacity schedule to accommodate additional priorities, such as battery longevity, or conditions, such as ambient temperature. In yet another scenario, only certain portions of the submitted bid are accepted, which allows the market to combine various portions to create a desired FS delivery package. This scenario may be considered a combination of both the first and second where there is a smaller adjustment margin for the selected portions, which is balanced by the broader adjustment discretions during the non-selected portions.

[0059] If any portion of the submitted aggregated FS profile is accepted, regardless of manner such as those described herein, the FS delivery is implemented as known to one of ordinary skill. Accordingly, at step 212, FS service is implemented for at least a portion of the provided unit of time, which is conducted in conjunction with a power exchange schedule of respective EVs of the fleet. During implementation, the actual FS delivery is monitored and compared against the accepted FS profile to determine and note deviation(s), if any, above or below a certain threshold that occur. Accordingly, at step 214, implementation of FS service is monitored to detect deviations between the actual FS being provided against the estimated FS based on the aggregated profile. It is appreciated that a deviation may be defined as a value that is above a threshold delta between the actual and estimated. Selection of a suitable threshold is known to one of ordinary skill.

[0060] The monitoring is preferably done by a local controller 108. The threshold above which a deviation is noted can be suitably selected to indicate an acceptable amount of deviation as known to one of ordinary skill. The monitoring can be done continuously (such as a selected interval of time, for instance, every 30 seconds, 60 seconds, 5 minutes, etc. and / or by a set schedule, such as at specific times). Optionally, the monitoring can include generating a sum of positive and negative FS capacity deviations. The output of the monitoring can be a report of the number and time of deviations, if any, and an which can be sent to a higher aggregation level, SP3140 such as the BRP, which can use the report in various manners. One suitable example is to adjust upcoming FS delivery schedules in light of the reported deviations, including to leverage positive deviations to balance out negative deviations. The reports can also be used to indicate reliability of certain FS sources or profiles, where the number and frequency of negative deviations can result in disqualification from participation in the market. The output of the monitoring can optionally include reporting of an adjusted aggregated FS schedule based on actual delivery.

[0061] Optionally, if a local controller 108 is performing the monitoring and / or it has access to the monitoring results, it can assess whether there is a risk of under-performance by calculating the difference between the FS delivered and remaining FS to be delivered and relative FS capacity, which it can report and / or take mitigating actions. An example of a suitable mitigating action includes reducing scheduled charging power to increase FS capacity.

[0062] As can be seen, the disclosure provides methods for providing frequency support to an electrical grid; particularly though not exclusively to provide frequency supporting using batteries that are subject to a fluctuating power exchange schedule. The method comprises generating an estimated aggregated FS profile of a fleet of EVs which can be used to select certain portions of time to submit as a bid on an energy market and implementation of FS delivery, including monitoring and optionally adjusting for under-performance.

[0063] According to one aspect, the present disclosure also provides a method for providing an aggregated profile of estimated frequency support (FS) capacity over a period of time for a plurality (two or more) of batteries subject to a fluctuating power exchange schedule, such as a plurality of EVs. Such method comprises generating a plurality of ranges of FS C-Rates for corresponding SoCs of an individual battery of the plurality of batteries, where in each generated range, a FS C-Rate can be selected for the respective SoC to provide FS without exceeding a power limit of the charging infrastructure (e.g., 104). Each range is determined based at least on a respective power exchange schedule of the battery and an energy requirement of the charging infrastructure. Having such range facilitates generating a profile of estimated FS capacity over time for an individual battery, a plurality of which can be aggregated as FIG.8, thereby enabling commercialization of FS availability of a fleet. It is understood that the principles described here can be used to generate any of the charts in FIGS.3 – 8, for one or a plurality of controlled batteries, for which the SoC with respect to time can be estimatened (whether based on historical SP3140 data, scheduled future data, or otherwise). Operating schedule of an EV fleet is one example to illustrate application of such principles.

[0064] As further described herein, FIG.9 provides various charts to determine a range of FS C-Rate for a particular SoC across a plurality of SoCs, for asymmetrical charging, asymmetrical discharging, and symmetrical operations. The range of FS C-Rate at a particular SoC during asymmetrical charging can be calculated using suitable methods, including methods disclosed herein, which provides the following data points from Table 1 for plotting line 954, including the charging rate shown in line 950 and energy requirement of 0.83. FS C-Rate / ^^ℎ^^^^^^^^^^^^^^^^^^^^^SoC 1.10 24% 0.73 50% 0.37 75% 0.00 100%

[0065] As further explained below,, the data to generate line 954 (FS C-rate during charging) is determined based on charging schedule 950, which provides the charging rate at a certain SoC, and an energy requirement of the charging infrastructure (0.83 in this case). The charging curve or schedule 950 provides the upper bound of power delivery across 0% to 100% SoC. The aspects provided herein enable calculation of a lower bound, represented by line 954 when full delivery time with a certain C-rate has taken into account. With FIG.9, FS C-Rates 954 (min) and charging schedule 950 (max) provide boundaries (a range) between which a FS delivery C-Rate for a particular SoC can be selected during charging without exceeding a power limit of the charging infrastructure, while optionally able to meet one or more desired criteria or priorities. For instance, at 10% SoC, the minimum FS C-Rate during asymmetrical charging that can be selected is 1.3 while the max is 3.2; however, it may not be desirable to select the max FS C-Rate. For instance, the FS C-Rate of 3.2 is only available during SoCs of 5% to 21%. Line 955 represents a potentially more preferred FS C-Rate of 1.3, which is continuously available for a longer period, from 10% to 66% SoC.

[0066] Similarly, the range of FS C-Rate at a particular SoC during asymmetrical discharging can be calculated using suitable methods, including methods disclosed herein, which provides the following data points from Table 1 for plotting line 956, including the discharging curve or schedule shown in line 952 and energy requirement of 0.83. SP3140 FS C-Rate / ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^SoC 0.5 0% 0.5625 24% 0.625 26% 0.6875 29% 0.75 32% 0.8125 35% 0.875 38% 0.9375 41% 1.25 54% 1.75 76% 2.25 97%

[0067] As further explained below, the data to generate line 956 (FS C-rate during discharging) is determined based on discharging schedule 952, which provides the discharging rate at a certain SoC, and an energy requirement of the charging infrastructure (0.83 here). The discharging curve or schedule 952 provides the upper bound of power delivery across 0% to 100% SoC. The aspects provided herein enable calculation of a lower bound, represented by line 956 when full delivery time with a certain C-rate has taken into account. With FIG.9, lines 956 and 952 provide boundaries (a range) between which a FS delivery C-Rate for a SoC can be selected during asymmetrical discharging to meet one or more desired criteria. For instance, at 10% SoC, the minimum FS C-Rate that can be selected is 0.5 while the max is 3.5; however, it may not be desirable to select the max FS C-Rate.

[0068] The charts in FIG.9, and the underlying data points, can serve as a “lookup table” in creating FIGS.3 – 8 for an individual EV and / or fleet of EVs that have a particular operating schedule. For instance, with the inputs of a charging schedule, which provides the charging and / or discharging rates of an individual EV over a period of time, one can generate corresponding charts similar to those shown in FIG. 9, to enable determination of a max FS delivery C-Rate at a particular SoC for asymmetrical or symmetrical operations. Once the specific FIG.9 has been generated for that EV and the respective charging and discharging rates, optionally with the additional inputs of at least beginning SoC and ending SoC, a profile of estimated FS capacity over time (such as shown in any of FIGS. 3 – 7 for FS delivery during asymmetrical charging), depending the selected priority(ies) as described herein. Reference to “beginning SoC” refers to an SoC of the battery at the time that the power exchange session begins and / or at the beginning time of a potential bid. The term “ending SoC” refers to an SoC SP3140 of the battery at the time that the power exchange session ends and / or the end of the time of a potential bid. The beginning and ending SoCs can be determined by suitable means. For instance, in instances where the batteries comprise fleets of EVs, the operating schedule of the EV as part of the fleet can provide information to determine the beginning SoC and ending SoC (and SoCs in between), such as lines 304, 404, 504, 604, and 704. Other suitable ways (for EVs or other batteries) can include historical data (usage, actual SoC, etc.) and / or future estimates (determined or known values) of SoCs, etc.

[0069] Having the beginning SoC and ending SoC provides a second range in which to select the FS C-Rate for a particular SoC. For instance, if the beginning SoC is 20%, then it may not be desirable to use the generated ranges of FS C-Rates as a look up table to select an FS C-Rate for a SoC of 10%. Instead, it would be more desirable to select a plurality of FS C-Rates for a plurality of corresponding SoCs using the generated ranges of FS C-Rates, where the plurality of corresponding SoCs are in a range from a beginning SoC to an ending SoC. The profile of estimated FS capacity over time for the battery can be generated by providing the plurality of selected FS C-Rates (e.g., 302, 402, 502, 602, or 702). Optionally, the SoCs over time (e.g., 304, 404, 504, 604, or 704) and power exchange schedule (e.g., 306, 406, 506, 606, or 706) can also be provided in the same chart for reference, such as shown in FIGS.3 – 7.

[0070] For instance, to generate FIG. 3, the various SoCs (including beginning SoC and ending SoC, which in this instance refers to the SoC at the beginning of the power exchange when the EV arrives and the SoC at the end of the power exchange when the EV departs) is charted against the time of day (such as line 304). Optionally, the charging (or discharging) rate also can be charted against the time of the day (such as line 306), where the y-axis would be in decimal instead of %. Subsequently, the FS delivery C-Rate for a certain SoC can be selected for the duration between when the battery is connected to the charging infrastructure (such as during arrival and departure time) using FIG.9, such as up to 3.21 at 20% SoC, which may not be desirable since that rate is only available for a short time before decreasing soon after as the SoC increases. As noted, a selection of a FS delivery C-Rate of 1.3 (line 955) for the conditions in FIG.9 may be more desirable because the FS capacity at that rate is available for a longer period of time, from the 20% SoC (or as low as 10%) and up to 66% SoC. A profile of estimated FS capacity over time as shown in any one of FIGS.3 – 7 can be generated for an individual EV of a fleet as described herein. A plurality of these can be aggregated to generate FIG.8, which SP3140 allows for commercialization of available FS capacity of individual EVs while connected to the grid by meeting various pre-qualification requirements, such as providing a forecast of available FS at a future time. Although the present disclosure refers to FIGS.3 – 7 and 9 as preferably applying to an individual EV of a fleet, it is understood that the principles described herein can apply to one or more batteries as understood by one of ordinary skill.

[0071] With respect to symmetrical FS delivery, either charging or discharging can take place during the FS delivery. As such, selecting a max FS C-Rate for a particular SoC that can apply to both charging and discharging may be more relevant than for asymmetrical delivery since the max rate is likely to be below the upper bounds during either charging or discharging. Line 960 provides a theoretical maximum FS C-Rate across the range of 0% - 100% SoCs for the parameters of FIG.9 where FS delivery may be provided without taking into account charging and / or discharging power limits. This theoretical maximum FS C-Rate for a certain SoC can becalculated by identifying the minimum value for two sets of data: ൫^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ൯ and((1 − ^^^^^^^) / (0.5 ∗ ^^ோ^^௨^^^ௗ)), which can be plotted as line 960. As can be seen, thetheoretical energy-based C-Rate during symmetrical FS delivery 960 increases until about 50% SoC, after which it decreases, which provides a theoretical max value of about 1.2. The selected max FS C-Rate for symmetrical FS delivery, however, is preferably less than the 1,2 to account for impacts of the charging and discharging C-rates of an individual EV. As also noted elsewhere herein, another consideration for selecting a suitable FS C-Rate is the duration for which a rate can be maintained. Preferably, the max FS C-Rate across 0% to 100% SoC can be determined by plotting the minimum value between the sets of ^^^^ ^^^^^^^^^^^^^^^and ^^^^ ^^^^^^ௗ^^^^^^^^^^^values, which is shown as line 958. As can be seen, FS C-Rate for symmetrical operations increases until 39% SoC and decreases after that. In one example, line 959a indicates a symmetrical FS delivery C-Rate of 0.7 being selected. FS delivery can take place at this FS C-Rate of 0.7 during charging from 50% SoC until 80% SoC, which is represented by line 959a. On the other hand, FS delivery for discharging can take place at the FS C-Rate of 0.7 during symmetrical discharging from 80% to 19%, which is represented by line 959b. Also longer discharging is possible which is not bound at the lower end by line 952. As can be seen, the duration for symmetrical FS delivery during charging may differ from the possible duration for symmetrical FS delivery during discharging. It is understood that lines 955, SP3140 957, and 959 represent FS delivery power multiplied with the selected delivery time, which means the longer the line, the longer the delivery time.

[0072] As noted, disclosed herein are methods to generate an aggregated profile of estimated frequency support (FS) capacity over a period of time, which includes determining a range of FS C-Rates for one or a plurality of SoCs that complies with one or more power limits of a charging infrastructure. The methods disclosed herein can be used to determine such range for asymmetrical charging, asymmetrical discharging, and / or symmetrical operations. For symmetric operations, there is a choice between participating in asymmetric markets or symmetric markets. For instance, when the energy price is relatively low or high and the battery is charged to near 100% or discharged to near 0%, the symmetric FS delivery potential is relatively low. In such scenario, it may be more desirable to participate in asymmetric markets to leverage either the discharging (if SoC is near 100%) or charging (if SoC is near 0%) operation.

[0073] Regardless of the mode of power exchange (asymmetrical charging, asymmetrical discharging, or symmetrical operations), the range of FS C-Rates is determined based at least on a respective charging and / or discharging curve of an EV in the fleet and an energy requirement of the charging infrastructure. After a relevant range of FS C-Rates is generated, a FS C-Rate for that SoC can be selected based at least on an arrival SoC, a departure SoC, and an operating schedule of the EV, and the respective charging and / or discharging schedule used to generate the ranges. Optionally, the FS C-Rate can be selected based on one or more priorities, such as maximized frequency support, battery longevity, reduced charging time, and any combination thereof, the details of which are described elsewhere and are not repeated here for the sake of convenience. Optionally, the generating of the range for FS C-Rate during charging can comprise using equation (A) below to calculate the FS SoC value for a SOC value (SoCn): ^^^^ ^^^^^^^^^^^^^^ = ^^^^^^^ − ^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (A)where ^^^^^^^can be any value between 0% and 100% where ^^ℎ^^^^^^^^^^^^^^^^^^^^^the charging rate at ^^^^^^^, which can be determined by suitable means known to one of ordinary skill, such as through measurement, data provided by a manufacturer, and / or a model (such as to take into consideration temperature). and SP3140 where ^^ோ^^௨^^^ௗis the energy band requirement, which indicates the energy at fully power delivery and is often provided by the grid operator.

[0074] The rates can be further modified to accommodate TCO requirements for more accurate outcomes.

[0075] The calculated ^^^^ ^^^^^^^^^^^^^^value can then be correlated to a charging C-Rate at the ^^^^^^^value used in equation (A), where the correlated charging C-Rate being a minimum FS C-Rate for the respective ^^^^ ^^^^^^^^^^^^^^value. An example of this is for line 954 where the relevant portion of Table 1 shows the minimum FS C-Rate of 1.10 at 24% SoC. These steps can be repeated to calculate a plurality of sets of ^^^^ ^^^^^^^^^^^^^^values and corresponding minimum FS C-Rates, which values can be organized in a table format, similar to Table 1.

[0076] For sets of ^^^^ ^^^^^^^^^^^^^^, minimum FS C-Rate at a particular SoC that is not determinable via equation (A), such values can be determined via interpolation using at least two sets of known ^^^^ ^^^^^^^^^^^^^^, minimum FS C-Rate values, through suitable means known by one of ordinary skill. As can be seen, the charging schedule or curve (such as 950) provides a charging C-Rate at a particular SoC across a number of SoC values, which can also be in a table format of (charging C-Rate, SoCn value). This charging C-Rate provided by a charging schedule is the maximum FS C-Rate for the range of FS C-Rates during charging for a particular SoC value. Curve 954 of charging C-Rates correlated to a respective ^^^^ ^^^^^^^^^^^^^^values in accordance to the aspects disclosed herein can also be in table format of (charging C-Rate, ^^^^ ^^^^^^^^^^^^^^value), which provide the minimum FS C-Rate for such range. In other words, plotting the data set of (charging C-Rate, SoCn value) and the data set of (charging C-Rate, ^^^^ ^^^^^^^^^^^^^^value) together generates lines 950 and 954, respectively, in FIG. 9; which graphically represent the maximum and minimum FS C-Rate for a particular SoC across a plurality of SoCs. These lines in FIG.9 can then be used to generate a profile of estimated FS capacity over time for the provided charging rate as described herein.

[0077] Similar steps can be taken to determine the minimum FS C-Rates during discharging. For instance, The FS SoC value during discharging can be calculated using equation B below: ^^^^ ^^^^^^ௗ^^^^^^^^ = ^^^^^^^ + ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (B)where ^^^^^^^can be any value between 0% and 100%, SP3140 where ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^is the discharging rate at ^^^^^^^, which can be determined by suitable means known to one of ordinary skill, such as through measurement, data provided by a manufacturer, and / or a model (such as to take into consideration temperature). and where ^^ோ^^௨^^^ௗis the energy band requirement.

[0078] The calculated ^^^^ ^^^^^^ௗ^^^^^^^^^value can then be correlated to a discharging C- Rate at the ^^^^^^^value used in equation (B), where the correlated discharging C-Rate being a minimum FS C-Rate for the respective ^^^^ ^^^^^^ௗ^^^^^^^^^^value. An example of this is for line 956 where the relevant portion of Table 1 shows the minimum FS C-Rate of 2.25 at 97% SoC. These steps can be repeated to calculate a plurality of sets of ^^^^ ^^^^^^ௗ^^^^^^^^^^values and corresponding minimum FS C-Rates, which values can be organized in a table format, similar to Table 1.

[0079] For sets of ^^^^ ^^^^^^ௗ^^^^^^^^^, minimum FS C-Rate at a particular SoC that is not determinable via equation (B), such values can be determined via interpolation using at least two sets of known ^^^^ ^^^^^^ௗ^^^^^^^^, minimum FS C-Rate values, through suitable means known by one of ordinary skill. As can be seen, the discharging curve (such as 952) provides a discharging C-Rate at a particular SoC across a number of SoC values, which can also be in a table format of (discharging C-Rate, SoCn value). This discharging C-Rate provided by a discharging schedule is the maximum FS C-Rate for the range of FS C-Rates during discharging for a particular SoC value. Curve 956 of discharging C-Rates correlated to a respective ^^^^ ^^^^^^ௗ^^^^^^^^^^values in accordance with aspects disclosed herein can be in table format of (discharging C-Rate, ^^^^ ^^^^^^ௗ^^^^^^^^^^value), which provides the minimum FS C-Rate for such range. In other words, plotting the data set of (discharging C-Rate, SoCnvalue) and the data set of (discharging C-Rate, ^^^^ ^^^^^^ௗ^^^^^^^^^^value) together generates lines 952 and 956, respectively, in FIG.9; which graphically represent the maximum and minimum FS C-Rate for a particular SoC across a plurality of SoCs. These lines in FIG.9 can then be used to generate a profile of estimated FS capacity over time for the provided discharging rate as described herein.

[0080] The increment of SoC values used in either equation (A) or (B) can be any suitable increment, such as 0.01%, 0.1%, 0.25%, 1%, 5%, 10%, and so on in either direction. For demonstration purposes, Table 1 is provided below to show the ^^^^ ^^^^^^^^^^^^^^and the ^^^^ ^^^^^^ௗ^^^^^^^^^^calculated using equations A and B, respectively, and values in increments of SP3140 0.25%, 1%, 5%, and 10%, along with corresponding ^^^^^^^, ^^ℎ^^^^^^^^^^^^^^^^^^^^^, and ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^. As can be seen, the calculations can result in theoretical values that are negative or go beyond 100%. Table 1 ^^^^ ^^^^^^^^^^^^^^ௗ^^^^^^^^^^^ ^^ℎ^^^^^^^^^^^^^^^^^^^^^^^^^ ^^^^^^^^^^^^^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^0.00% 1.12 -47% 0.5 0% 0.25% 1.23 -51% 0.5625 24% 0.50% 1.33 -55% 0.625 26% 0.75% 1.43 -59% 0.6875 29% 1.00% 1.54 -63% 0.75 32% 1.25% 1.64 -67% 0.8125 35% 1.50% 1.75 -71% 0.875 38% 1.75% 1.85 -75% 0.9375 41% 2% 1.96 -79% 1.25 54% 3% 2.37 -95% 1.75 76% 4% 2.79 -112% 2.25 97% 5% 3.21 -128% 2.75 119% 10% 3.21 -123% 3.5 155% 20% 3.21 -113% 3.5 165% 30% 2.05 -55% 3.5 175% 40% 1.54 -24% 3.5 185% 50% 1.54 -14% 3.5 195% 60% 1.47 -1% 3.5 205% 70% 1.10 24% 3.5 215% 80% 0.73 50% 3.5 225% 90% 0.37 75% 3.5 235% 100% 0.00 100% 3.5 245%

[0081] Table 1 provides the respective charging rates, each data indicates the FS C-Rate during charging, for corresponding ^^^^ ^^^^^^ௗ^^^^^^^^^values, which can be considered as the SoC when correlating to the charging rate, and respective discharging rates (FS C-Rate during discharging) for corresponding ^^^^ ^^^^^^ௗ^^^^^^^^^values (the SoC), within practical ranges (i.e., 0% - 100%). These portions are reproduced below for convenience. ^^ℎ^^^^^^^^^^^^^^^^^^^^^^^^^ ^^^^^^^^^^^^^^^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^^^^^ ^^^^^^ௗ^^^^^^^^^^1.10 24% 0.5 0% SP3140 0.73 50% 0.5625 24% 0.37 75% 0.625 26% 0.00 100% 0.6875 29% 0.75 32% 0.8125 35% 0.875 38% 0.9375 41% 1.25 54% 1.75 76% 2.25 97%

[0082] The calculations can further be optionally improved by providing calculated FS SoC values for charging and discharging at smaller increments of SoCn, such as of 1% or less, togenerate a longer table of corresponding sets of values (^^ℎ^^^^^^^^^^^^^^^^^^^^^, ^^^^ ^^^^^^^^^^^^^^) and(^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^, ^^^^ ^^^^^^ௗ^^^^^^^^^^). An example of this can be seen for the 1% and 0.25%increments of calculation, which results in more sets of corresponding values.

[0083] During symmetrical operations, either charging or discharging (pursuant to the respective power exchange schedule) can take place. As such, the smaller value between (i) the minimum FS C-Rate value during charging and (ii) the minimum FS C-Rate value during discharging is provided as the minimum FS C-Rate value for that SoC during symmetrical operations. Use of the smaller value ensures a minimum FS C-Rate that is below the maximum FS C-Rate of either charging or discharging since either may take place at any given time.

[0084] While specific embodiments have been described herein, it is understood that such descriptions are not intended to limit the described embodiments. Instead, any combination of the features and elements provided above, whether related to different embodiments or not, is contemplated to implement and practice contemplated embodiments. Furthermore, although embodiments disclosed herein may achieve advantages over other possible solutions or over the prior art, whether or not a particular advantage is achieved by a given embodiment is not limiting of the scope of the present disclosure. Thus, the aspects, features, embodiments and advantages SP3140 described herein are merely illustrative and are not considered elements or limitations of the appended claims except where explicitly recited in a claim(s).

Claims

SP3140 CLAIMS 1. A method for providing an aggregated profile of estimated frequency support (FS) capacity over a period of time for a plurality (two or more) of batteries subject to a fluctuating power exchange schedule, the method comprises: a. generating a plurality of ranges of FS C-Rates for corresponding SoCs of a battery of the plurality of batteries, where in each generated range, a FS C-Rate can be selected for the respective SoC to provide FS without exceeding a power limit of the charging infrastructure, where each range is determined based at least on a respective power exchange schedule of the battery and an energy requirement of the charging infrastructure; b. selecting a plurality of FS C-Rates for a plurality of corresponding SoCs of the battery using the generated ranges of FS C-Rates; c. generating a profile of estimated FS capacity over time for the battery at least by providing the plurality of selected FS C-Rates over time; and d. repeating steps (a) through (c) for other batteries in the plurality of batteries to generate a plurality of profiles of estimated FS capacity over time; and e. combining the plurality of profiles of estimated FS capacity over time to generate the aggregated profile of estimated FS capacity.

2. The method of claim 1 wherein the generating the plurality of ranges of FS C-Rates for a respective charging rate comprises: calculating a SoC value for FS delivery (FS SoC) during charging for a corresponding SoCnvalue using at least equation (A) ^^^^ ^^^^^^^^^^^^^^ = ^^^^^^^ − ^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (A)wherein ^^^^^^^being any value between 0% and 100% wherein ^^ℎ^^^^^^^^^^^^^^^^^^^^^being a charging rate at the respective ^^^^^^^, and wherein ^^ோ^^௨^^^ௗbeing an energy band requirement; and correlating the calculated ^^^^ ^^^^^^^^^^^^^^value to a charging C-Rate at the ^^^^^^^value used in equation (A), wherein the correlated charging C-Rate being a minimum FS C-Rate for the respective ^^^^ ^^^^^^^^^^^^^^value.

3. The method of claim 2, further comprising:calculating a plurality of ^^^^ ^^^^^^^^^^^^^^values for corresponding SoCnvalues using at least equation (A); correlating the plurality of calculated ^^^^ ^^^^^^^^^^^^^^values to corresponding charging C-Rates at the respective ^^^^^^^values used in equation (A) to provide a plurality of sets of ^^^^ ^^^^^^^^^^^^^^and corresponding minimum FS C-Rates; and interpolating another set of ^^^^ ^^^^^^^^^^^^^^value and corresponding minimum FS C-Rate value using at least two sets of ^^^^ ^^^^^^^^^^^^^^, minimum FS C-Rate values.

4. The method of claim 3, further comprising: providing a charging C-Rate at a SoC value as the maximum FS C-Rate value for the range of FS C-Rates during charging for said SoC value; and providing a charging C-Rate correlated to the ^^^^ ^^^^^^^^^^^^^^value having the same value as said SoC as the minimum FS C-Rate value for said range of FS C-Rates.

5. The method of prior claims wherein the generating the plurality of ranges of FS C-Rates for a respective discharging rate comprises: calculating a SoC value for FS delivery (FS SoC) during discharging for a corresponding SoCn value using at least equation (B) ^^^^ ^^^^^^ௗ^^^^^^^^^ = ^^^^^^^ + ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^ ∗ 0.5 ∗ ^^ோ^^௨^^^ௗ (B)wherein ^^^^^^^being any value between 0% and 100%, wherein ^^^^^^^^ℎ^^^^^^^^^^^^^^^^^^^^^being a discharging rate at the respective ^^^^^^^, and wherein ^^ோ^^௨^^^ௗbeing an energy band requirement; and correlating the calculated ^^^^ ^^^^^^ௗ^^^^^^^^^^value to a discharging C-Rate at the ^^^^^^^value used in equation (B), wherein the correlated discharging C-Rate being a minimum FS C-Rate for the respective ^^^^ ^^^^^^ௗ^^^^^^^^^value.

6. The method of claim 5, further comprising: calculating a plurality of ^^^^ ^^^^^^ௗ^^^^^^^^^values for corresponding SoCnvalues using at least equation (B); correlating the plurality of calculated ^^^^ ^^^^^^ௗ^^^^^^^^^^values to corresponding charging C-Rates at the respective ^^^^^^^values used in equation (B) to provide a plurality of sets of ^^^^ ^^^^^^ௗ^^^^^^^^^^and corresponding minimum FS C-Rates; and interpolating another set of ^^^^ ^^^^^^ௗ^^^^^^^^^value and corresponding minimumFS C-Rate value using at least two sets of ^^^^ ^^^^^^ௗ^^^^^^^^^, minimum FS C-Rate values.

7. The method of claim 6, further comprising: providing a discharging C-Rate at a SoC value as the maximum FS C-Rate value for the range of FS C-Rates during discharging for said SoC value; and providing a discharging C-Rate correlated to the ^^^^ ^^^^^^ௗ^^^^^^^^^^value having the same value as said SoC as the minimum FS C-Rate value for said range of FS C- Rates.

8. The method of claim 7, further comprising: providing the smaller value between (i) the minimum FS C-Rate value during charging and (ii) the minimum FS C-Rate value during discharging as the minimum FS C-Rate value for said SoC during symmetrical operations.

9. The method of prior claims wherein the selecting of the FS C-Rate in the generated range being further based on a priority.

10. The method of claim 9, wherein the priority comprises at least one of maximized frequency support, battery longevity, reduced charging time, and any combination thereof.

11. The method of claim 10, wherein the selecting being further based on two or more priorities, wherein the priorities are ranked.

12. The method of prior claims, wherein the plurality of batteries comprises a plurality of EVs, wherein operation of the plurality of EVs being based on a schedule comprising a time during which the plurality of EVs connect to a charging infrastructure to conduct power exchange with an electrical grid connected therewith.

13. The method of prior claims, wherein the plurality of corresponding SoCs being in a range from a beginning SoC to an ending SoC of the battery.

14. The method of claim 13, wherein the beginning SoC being at least one of an SoC of the battery at the time that the power exchange session begins and an SoC at a beginning time of a potential bid and wherein the ending SoC being at least one of an SoC of the battery at the time that the power exchange session ends and an SoC at an ending time of a potential bid.SP3140 15. The method of prior claims, wherein at least one of (i) the profile of estimated FS capacity of a battery and (ii) an aggregated profile of estimated FS capacity being for a future time period.

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