Miguel Brito

FCUL

DAY 1: SMART GRIDS

TABLE 2: REGULATORY CHALLENGES AND BUSINESS OPPORTUNITIES ASSOCIATED WITH THE DIGITIZATION PROCESS, DEMAND SIDE RESPONSE

(DSR) AND RES INTEGRATION

INTERNATIONAL SUMMER SCHOOL

“SMART GRIDS AND SMART CITIES”

Barcelona, 6-8 June 2017

Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety

Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.

Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.

2km electrified transportation corridor for heavy trucks in Gävleborg (Sweden)

Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.

Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.

Flexible solution with hybrid vehicles (disconnects for overtaking or when moving to other roads)

‘High’ efficiency charging (lower than when plugged in the carport!)

Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.

Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.

Ener

gies

20

16

, 9(7

), 4

83

; do

i:10

.33

90

/en

90

70

48

3

Conventional stationary plugin charging can be inconvenient, requires time to recharge vehicle and often leads to range anxiety.

Dynamic charging promises long-range anxiety-free EV travel with minimal on-board energy storage.

Especially applicable to fixed route vehicles (e.g. buses)

1min opportunity charge at 40kW extends the range in 1km

Lower SOC range due to frequent charging > increased lifetime

Smaller battery > lightweight > lower consumption

Lower charging efficiency, offsetting battery size benefit

Plugin buses charge overnight whilst dynamic charging >50% during daytime

On-board supercapacitor, to protect battery from transient pulses

Wider and more expensive infrastructure (5-10x more chargers)

Korea Advanced Institute of Science and Technology

Project Start year Location Efficiency Power (kW)

Bus projects in Italy 2003 Turin, Italy 90% 60

KAIST On-Line Electric Vehicle

(OLEV)2009 South Korea 72–83% 6–100

Bombardier PRIMOVE IPT for

Electric Buses2010 Germany, Belgium >90% 40–200

Chattanooga Area Regional

Transportation Authority (CARTA)

2011United States

(TN)90% 60

Wireless Advanced Vehicle

Electrification (WAVE)

2012United States

(UT, CA, TX, MD)90% 25–50

ZTE Corporation projects

2014China (various

cities)90% 30–60

DWC infrastructure costs:

1.5M$/lane/km including

road retrofitting (50%)

WPT electronics (40%)

grid connection (10%)

DWC is (assumed to be) determined by light duty vehicles due to higher consumption

Optimization:

vehicles with 40km range

(6 kWh batteries)

50kW in-motion charging

on 12% of paved roadways

(capital investment 725b€)

BJ Limb et al, Emerging Technologies: Wireless Power Transfer (WoW), 2016 IEEE PELS Workshop on

30% penetration rate required

for acceptable societal cost

Transition might require hybrid

vehicles/charging solutions

Bi, Z., De Kleine, R. and Keoleian, G. A. (2017. Journal of Industrial Ecology, 21: 344–355. doi:10.1111/jiec.12419

Life cycle analysis

Vehicle to grid (V2G)

Enhanced flexibility for management of system energy

Large penetration of (smart charging) EV reduces the relevance of this

flexibility (if all cars stop charging together the available power surge can face any change

in variable renewables)

Increased cycles reduce battery lifetime (issue if driver owns battery)

Stationary WPT not suitable (but not impossible) for V2G

Battery swapping assumes on-road power stations with interesting

business model for centralized large scale energy storage and grid

ancillary services