Abstract

We investigate the impact of massive electric vehicle (EV) adoption onto the power market, both in the presence and in the absence of significant photovoltaic (PV) generation. Although results are derived taking into consideration Italys power market, results are of relevance also to other industrialized countries. One of the most important outcomes of the analysis, that is, the synergistic and beneficial effect on the overall energy bill of the concomitant expansion of EVs utilization and the growth of the renewable energy generation, particularly solar photovoltaics. The Conclusions provide arguments for policymakers for further support to sustainable mobility in their regions.

Abstract

Part 2: Short and Position Papers; International audience; The current architecture for electric mobility provides insufficient integration with the electricity system, since at this moment there is no possibility for influencing the charge process based on information from market parties such as the distribution system operator. Charging can neither be influenced by grid constraints nor by the amount of (renewable) energy supply available. Because of the potential threats and opportunities and the impact these could have on the business model, there is a need for further integration of the energy and electric mobility markets. The aim of the current research is to define a reference architecture based on the current developments and concepts from literature to help market players in making the right steps forward. As main objectives, the reference architecture should (1) optimally integrate with the electricity system, (2) accommodate the adoption of renewable energy sources, (3) be aligned with European standardization developments and (4) have a positive impact on the current business model. The main concept behind the reference architecture is the concept of ‘smart charging’. Based on a literature study, a reference architecture is defined for electric mobility. To provide a path for implementation and migration, a migration architecture is proposed. Document type: Part of book or chapter of book

Abstract

The project developed for Mobiletric was conducted to improve one of their core business, ProStations, which is a network of electric vehicles charging stations hubs with exclusive access for professionals. The goal was to find the factors affecting the optimal locations for their new charging stations hubs. Mobiletric plans to be the market leader of this segment that is expected to increase exponentially from 2025 onward when the three major barriers for electric vehicles are overcome – price, range, and charging infrastructure. During the project, interviews were conducted to major players in the electric mobility industry with the purpose of better understanding the current dynamics of the market and questionnaires were conducted to potential clients – electric vehicles drivers. We found out that the optimal location for new fast-charging stations in Lisbon is close to main roads and usual routes, like home-work route or TVDE drivers usual working routes. When compared with the distance to the center (Terreiro do Paço), those charging stations should be located in the peripheries of the city, with a distance, on average, between 4,5 kilometers and 5,5 kilometers to that center. However, drivers value more the charging station being available than its location (availability over location) and are not price-sensitive due to the lack of fast-charging infrastructure in the city. O projeto desenvolvido para a Mobiletric foi realizado para melhorar uma das suas atividades principais, as ProStation, uma rede de estações de recarga para veículos elétricos com acesso exclusivo para profissionais. O objetivo foi encontrar os fatores que afetam as localizações ideais para os seus novos hubs de estações de carregamento. A Mobiletric pretende ser a líder de mercado deste segmento, que deve aumentar exponencialmente a partir de 2025, quando as três principais barreiras para os veículos elétricos forem superadas - preço, alcance e infraestrutura de carregamento. Durante o projeto foram feitas entrevistas aos principais intervenientes na indústria da mobilidade elétrica com o objetivo de entender melhor a dinâmica atual do mercado e forem feitos questionários a potenciais clientes - utilizadores de veículos elétricos. Descobrimos que a localização ideal para as novas estações de carregamento rápido em Lisboa seria perto de estradas principais e de rotas habituais, como a rota casa-trabalho ou as rotas de trabalho habituais dos condutores TVDE. Quando comparadas com o centro da cidade (Terreiro do Paço), essas estações de carregamento devem ficar situadas na periferia da cidade, a uma distância, em média, entre 4,5 quilómetros e 5,5 quilómetros desse centro. No entanto, os motoristas valorizam mais a disponibilidade das estações de carregamento que a sua localização (disponibilidade sobre a localização) e não são sensíveis ao preço devido à falta de infraestrutura de carregamento rápido na cidade.

Abstract

Electric mobility, E-mobility, will play a central role in a sustainable future transport system. The potential of curbing climate change in both short and long term are significant. Emobility will also offer the possibility to leapfrog the Internal Combustion car, IC-car, economy for developing countries. The low dependence of oil will be a benefit but E-mobility will demand a well functional electricity grid. Development of this grid will be beneficial for the developing world. For the European society E-mobility will in long term offer lower operating costs, decreased dependence of oil and lower emission of pollutants and Green House Gases, GHGs. All these factors are beneficial for the European society. The transition to E-mobility will depend upon a set of different factors and will call for different actions in order to overcome the barriers of E-mobility. A well developed charging infrastructure will be important in order to offer the full potential of E-mobility. The infrastructure will develop along with the market introduction of Electrical Vehicles, EVs. It is important that there are existing charging alternatives in the early introduction phase of EV in order to avoid the stagnation in the transition toward E-mobility. In order to provide the proper conditions for E-mobility, the determining factors must be investigated and evaluated. The four main factors are economical, social, R&D and infrastructure. The European driving patterns meet the offered operating range of an EV with ease. This means that EV has the potential to become an inner city vehicle under existing conditions. The investigation of the four determining factors leads to a base from which an implementation plan is suggested. The implementation plan is directed toward governments, energy utilities and other active participants in the development. The key factors of the implementation plan are to actively engage in the market, see E-mobility as a disruptive technology, use spin-off companies and social transparency. In order to gain the most from the implementation plan it is important that the correct actions are taken at the correct time. Therefore the transition period is divided into three phases; the introduction phase, the commercial phase and the re-development phase. The introduction phase will create the basic conditions for E-mobility. Government’s main action will be to invest in EVs and offer subsidies and other incentives to major companies that will equip their vehicle fleets with EVs. These actions will send signals toward vehicle Original Equipment Manufactures, OEMs, and other actors that the market of EVs is worth investing in. During the introduction phase try-out sessions, demonstrations and hearings will be important in order to communicate the advantages of E-mobility to society. Energy utilities will work to create roaming deals and standardization of important components and characteristics. The commercial phase is the most important phase for social adoption of E-mobility. During this phase commercial businesses will use EV charging a competitive advantage. New business models will be one of the keys to fully adoption of E-mobility. Cross industry alliances will reduce the initial cost, offer the service of a vehicle without owning it and leasing deals. The perception of travelling will shift and reduction of operating cost will be evaluated against travel time and planning. The re-development phase is based on a society that has adopted E-mobility. The development will proceed in order to offer more advantages to drivers but also to increase efficiency and to use the full potential of E-mobility.

Abstract

In this paper is presented the development of a smart batteries charging system for the Electric Vehicle (EV) CEPIUM, aiming the integration of EVs in the future Smart Grids. The main features of the developed charging system are the mitigation of the power quality degradation and the bidirectional operation, as Grid-to-Vehicle (G2V) and as Vehicle-to-Grid (V2G). The batteries charging process is controlled by an appropriate control algorithm, aiming to preserve the batteries lifespan. During the charging process (G2V), the consumed current is sinusoidal and the power factor is unitary. Along the discharging process (V2G), when the equipment allows delivering back to the electrical power grid part of the energy stored in the batteries, the current is also sinusoidal. FEDER Funds - Operational Programme for Competitiveness Factors (COMPETE) Fundação para a Ciência e a Tecnologia (FCT) - PTDC/EEA-EEL/104569/2008, MITPT/ EDAM-SMS/0030/2008.

Abstract

In this paper we present an approach to evaluate to what extent Mobility Service Providers (MSPs) can be considered (e)MaaS players. Following that approach, we conduct an analysis of 128 MSPs, specifically Shared electric Mobility Providers (SeMPs), currently operating in the European market. The goal of the analysis is twofold. Firstly, it aims at demonstrating the applicability of the proposed approach. Secondly, it aims at offering an overview of the current state of the market concerning the Technical Level of Inte- gration (TLI) of European SeMPs. Our results show that, on the one hand, most of the SeMPs currently operating in Europe have a medium to high TLI. However, those levels are mostly not applicable for multi- modal (i.e. for multiple modes of transport or multiple MSPs) interfaces but for single-mode interfaces. On the other hand, our results also show that there are already some SeMPs in the current European market that have fully integrated functionalities, in that case, SeMPs mostly have multimodal interfaces. Based on the analysis and discussion presented in this paper, we concluded that the TLI approach offers an effective technique to determine, and easily visualize, the level of integration of the technical functionalities of MSPs.

Abstract

The electric mobility program in Portugal is based on four strategic areas, namely the business model, infrastructure, incentives and communication, also supported by a completely adjusted legislation, which is subjacent to the priorities defined in the Portuguese Program for Electric Mobility. A Model for Electric Mobility was also defined, supported by four main components: the value chain, actors, charging network and operation of the pilot-phase. In this work the different phases of implementation of this Program will be identified, with particular emphasis to the measures and incentives in the pilot-phase to promote the use of electric vehicles, such as the development of 25 municipal plans to promote the electric mobility at a local level, covering the principal municipalities of the country to generate a coherent and logical charging network. This paper presents the first steps in electric mobility planning in Portugal in order to justify the decisions taken by the municipalities in this very early stage of its implementation. As an example, the results for the municipality of Beja, located in South of Portugal, will be presented.

Abstract

disponible en ligne : http://www.springerlink.com/content/ghq570268853q546/fulltext.pdf (This article is published with open access at SpringerLink.com); International audience; The fundamental challenge of a massive deployment of electric mobility is the reduction of transportation's impact on climate. Hereby derived challenges specifically concern: (a) the organization of mobility together with the uptake of recharge infrastructure, (b) the interaction of the electric mobility system with the electricity net, hereby considering the energy storage function of batteries, (c) the technological progress and the industrial production of vehicles and various components. Overall, these stakes involve the community more than the individual vehicle user. This paper analyses public policies and projects in favour of electric mobility based on private or shared vehicle usage. An international review of national policies and regional projects is given. The conditions for availability and attractiveness of an electric mobility system to potential users are discussed, notably so with respect to the deployment of the recharging infrastructure and its adequacy to existing land-use patterns. Current policy approaches supporting the uptake of electric mobility are promising. For the time being, however, the complexity of the electromobility system impedes a valid conclusion on the effectiveness of measures put in place. Besides public policy intervention mainly also economic, technical and industrial factors will define the success of e-mobility. Upcoming years will allow first ex-post policy analyses.

Abstract

In this paper is presented the development of a smart batteries charger for Electric Vehicles (EVs) and Plug-in Hybrid Electric Vehicles (PHEVs), aiming their integration in Smart Grids. The batteries charging process is controlled by an appropriate control algorithm, aiming to preserve the batteries lifespan. The main features of the equipment are the mitigation of the power quality degradation and the bidirectional operation, as Grid-to-Vehicle (G2V) and as Vehicle-to-Grid (V2G). During the charging process (G2V), the consumed current is sinusoidal and the power factor is unitary. Along the discharging process (V2G), when the equipment allows delivering back to the electrical power grid a small amount of the energy stored in the batteries, the current is also sinusoidal. The V2G mode of operation will be one of the main features of the Smart Grids, both to collaborate with the electrical power grid to increase stability, and to function as a distributed Energy Storage System (ESS). The functioning of the smart batteries charger is shown through simulation and experimental results, both during the charging (G2V) and the discharging (V2G) modes of operation. Also in this paper are shown and briefly described the roles of the key concepts related with the Smart Grids in terms of Systems and Functional Areas, Power Electronics Systems, and Electric Mobility. This work is financed by FEDER Funds, through the Operational Programme for Competitiveness Factors – COMPETE, and by National Funds through FCT – Foundation for Science and Technology of Portugal, under the project PTDC/EEA-EEL/104569/2008 and the project MIT-PT/EDAM-SMS/0030/2008.

Abstract

In this paper we present an approach to evaluate to what extent Mobility Service Providers (MSPs) can be considered (e)MaaS players. Following that approach, we conduct an analysis of 128 MSPs, specifically Shared electric Mobility Providers (SeMPs), currently operating in the European market. The goal of the analysis is twofold. Firstly, it aims at demonstrating the applicability of the proposed approach. Secondly, it aims at offering an overview of the current state of the market concerning the Technical Level of Inte- gration (TLI) of European SeMPs. Our results show that, on the one hand, most of the SeMPs currently operating in Europe have a medium to high TLI. However, those levels are mostly not applicable for multi- modal (i.e. for multiple modes of transport or multiple MSPs) interfaces but for single-mode interfaces. On the other hand, our results also show that there are already some SeMPs in the current European market that have fully integrated functionalities, in that case, SeMPs mostly have multimodal interfaces. Based on the analysis and discussion presented in this paper, we concluded that the TLI approach offers an effective technique to determine, and easily visualize, the level of integration of the technical functionalities of MSPs.