ENMOVER. Ronny Petersohn Armin Raupbach Kevin Krebs Alexander Bunzel

Transcription

1 ENMOVER Ronny Petersohn Armin Raupbach Kevin Krebs Alexander Bunzel

2 Testing multiple use concepts for EVs Commercial use concept: commuter and companies share EV Touristic use concept: car owner (local energy supplier) rents out EV in downtimes (evening/weekend) for touristic trips, bundled pricing with charging, entrance fees etc. Municipal car sharing local authority provides EV to interested local parties (private, public, commercial) during downtimes Significant reduction of the EV idle time

3 Challenges for the multiple use of EVs Where is the car? Where and how can I recharge? Is the range sufficient? How do I get access to the car?

4 Content I Project ENMOVER II Sequence of multi use concept III Practical results IV Summary

5 Project Information Linie 79 Improve public transports energy efficiency Charging strategies; extended battery life time ecityrouting Increasing the range of future EVs Predictive route guidance ENMOVER Multiple usage scenarios Needs-oriented expansion of the charging infrastructure Development and testing of energy and infrastructure products Aging investigation of the traction battery Driving cycles / data Charge management EMID Research on predictive and regenerative charging strategies Onboard Unit development

6 ENMOVER action items Development of strategies for multiple use of electric vehicles Equipment of vehicles with measurement and locking system Handing over the vehicles to a selected group of users Accompanying online and paper survey as well as individual interviews to monitor changes in user attitudes and behavior Analysis of the data with the aim of: Feasibility of multiple use concepts Identifying of locations for the charging infrastructure Impact of multiple use of the life time of the vehicle battery

7 Content I Project ENMOVER II Sequence of multi use concept III Practical results IV Summary

8 Sequence of multi use concept Need for transport and mobility Reservation and booking Car Access Driving and Monitoring End of Trip and handover t

9 Reservation User Request in Live System Specifying number of seats and required range Needs-based allocation of the vehicle Position variable release of the vehicle Integration of the charging infrastructure Rights and rols management, e.g. Prioritizing users Position indication and charge level indicator Integrated key for opening and closing of the vehicle

10 Car Access and Departure Location and keyless access Opening of the vehicle only possible during the loan period 07:00-09:00 09:00-16:00 16:00-18:00 18:00-22:00 22:00-07:00 Realtime data monitoring Battery State of Charge (SoC) Environmental conditions Heidenau [S-Bahn station] Glashütte [e.g. station] Trouble report Malfunction Delays and traffic jams

11 Need for data acquisition Range determination Depending on the ambient conditions and route Depending on the driver (driver types) SoH forecast (usage profiles) Determine battery stress Investigation of battery aging on the test bench Creating an battery aging model Input for booking system and charging infrastructure Determining the vehicle s location Transmission of the state of charge

12 End of trip Send vehicle location and battery SoC to backend Charging slot is already reserved and charging time is calculated Vehicle is released for subsequent user by closing process via smartphone

13 Data acquisition platform at IAD On-Board Unit and Connected Car Backend V A Sensors Car Access Analog Interface Connected Car Backend On-Board Unit Electric fleet with 20 vehicles including: BMW i3; smart ED; VW e-up!

14 Content I Project ENMOVER II Sequence of multi use concept III Practical results IV Summary

15 Present results More than 770 people completed online survey to participate Seamless handover of EV between participants was not perceived as difficult EV as ideal replacement for second car of private Companies see the EV primarily as a supplement vehicle Critics related mainly to the completion of longer distances and long (and hard to estimate) charging times

16 Real range requirement Average distance Gesamtergebnis Country Landpendler commuters Innerstadtpendler city commuters In Einpendler - commuter Out Auspendler - commuter Distance to the workplace in km Distanz zur Arbeitsstelle in km Ranges of electric vehicles for multiple uses in the city perfectly adequate Restrictions only apply to cross-country trips To overcome this problem, the optimization of the charging infrastructure is necessary

17 Route analysis Real driving cycles from the involved projects for rangeand lifetime analysis Analysis of charging habits and possible locations of charging station Typical driving distance far less than range of EV (average 7,5 km) Average of 3-4 trips/day Typical SoC/charging cycle: 49 % Charging frequency: 1x/2,4 d (slow home/work charging) Berlin Dresden

18 Results Action Verbundauto II Users with secured charging options (usually home+work) consider purchasing an EV > 90 % of vehicle charging takes places at either home or at work, public infrastructure can be seen as support or emergency backup High charging times (3-4 h) as a result from low charging power (<7,0 kw AC) Insufficient adjustment to EV needs (separate payment for parking and charging, restricted parking, blocked by conventional vehicles

19 Charge management system Analysis of e.g. renewable energy potential for charging Energy generation Customer requirements Allocation of charging power Electric Vehicle Charging Station (AC / DC) Setup of charging power from charge management system to charging station

20 Willingness to pay Commuter commuter and commercial user share Business EV Private For daily commute: up to /Mo Tourist (relation to own car) Small businesses: as a support in times of need: pay-per-use preferred, up to 100 /Mo Touristic use concept Very good accentance, all-in fee around /day Municipal car sharing Sharing of car costs amongst all participants Replaces up to 4-5 local second cars used mainly for shopping or once-a-week purposes 07:00-09:00 Heidenau [S-Bahn station] 09:00-16:00 16:00-18:00 18:00-22:00 22:00-07:00 Glashütte [e.g. station]

21 Content I Project ENMOVER II Sequence of multi use concept III Practical results IV Summary

22 Outlook Significant increase in charging station utilization and charging frequency by applying dynamic multi use concepts Several needs for further research identified: Adaption of pricing models depending on stress levels to car Realisation of car depreciation controlled by SOH monitoring mileage control via booking assignments (optimal use of mileage included in leasing agreement) Realisation of reward system for good drivers free trips, reduced fee

23 Summary Multiple use concept significantly increase car and infrastruture utilization Reduced idle times Shared costs Access to mobility for new user groups Flexible, communicating charging infrastructure helps to investigate and implement different charging strategies Specialized booking system with features for multi use concepts and extensive control possibilities required Networking in between all involved structures inevitable Electro mobility is accepted by users when they have the chance to deal with it!

24 Thank you for your attention!