25th September 2015 THE EXPERIENCE OF PERFORMING A DEMONSTRATION IN A REAL URBAN CONTEXT

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1 6 th 25th September 2015 THE EXPERIENCE OF PERFORMING A DEMONSTRATION IN A REAL URBAN CONTEXT...1 DESIGN AND INTEGRATION OF A PICK-UP SYSTEM FOR INDUCTIVE CHARGING...2 GRID IMPACT OF FAST INDUCTIVE CHARGING & ENERGY MANAGEMENT SYSTEM...4 THE NEW SOFTWARE PLATFORM FOR WIRELESS CHARGING CONTROL AND MONITORING DEVELOPED BY TU GABROVO...6 THE CHALLENGE OF STANDARDIZING THE WIRELESS CHARGING OF ELECTRIC VEHICLES...8 A VIEW OF THE SLOVAK ELECTROMOBILITY MARKET...10 NEW TRANSPORT CALLS FOR THE HORIZON 2020 PROGRAM...12 THE EXPERIENCE OF PERFORMING A DEMONSTRATION IN A REAL URBAN CONTEXT On the 17th June in Douai, the Fast in Charge project consortium was proud to present the first implementation of a fast inductive charger. The event was introduced by the authorities of the city, headed by the City mayor Mr. Frédéric Chéreau. Citizens were invited to discover the details of the project and even to drive electric cars. Two sites were selected for the implementation: the dynamic charging station was installed in an avenue before a cross section, and the static charging station was located in the municipal workshop of Douai. Those sites were chosen to minimize the impact on the circulation as well as fulfill the needs of a charging station. Thanks to the effort of the entire consortium the Open day and the demonstration activities resulted very fruitful. It was possible to show all the achievements of the project and to reinforce the linkage between the nine international members of the consortium. BATZ, Spain Project is supported by European Union s Seventh Framework Programme Project coordinator Duration: October 2012 September 2015

2 DESIGN AND INTEGRATION OF A PICK-UP SYSTEM FOR INDUCTIVE CHARGING Introduction The power transfer rate of an Inductive Power Transfer Module (IPTM) is subject to the relative positioning (i.e. vertical and horizontal misalignment) of the primary and secondary coils. Several approaches introduced aiming to achieve the optimal positioning of the Electric Vehicle and attain the maximum transfer power rate in recent European projects (i.e. Unplugged and Primove). Furthermore, there are several patents related to the positioning system which, however, allow for limited lateral displacement and comprise heavy materials and components requiring large space of the EV. Concept of the positioning mechanism A positioning mechanism pick-up system for inductive charging has been manufactured and integrated in the FiC project by BATZ/TECNALIA, to be compliant for both stationary and on-route charging. The mechanical system for the secondary coil was designed considering all the different elements that should be integrated in the demonstration electric vehicle i.e. the secondary coil and the AC-DC rectifier. A lightweight design for the positioning mechanism was considered as the main driver for the design (Fig. 1). Fig. 1: Secondary module integrated in the vehicle The Black-Box contains and interconnects all internal devices (drivers, limit switch, electromagnetic blocks, motors, etc.), while also allowing the connection of those devices to the EV. It contains a system based on pulleys which is governed by two Maxon motors for vertical movement, coupled to the shaft. A Locking System incorporating two electromagnetic solenoid blocks has been used to lock the platform containing the secondary coil (integrated in the lower part of the secondary module) in the black-box housing. An ultrasonic sensor, which is necessary for the system to detect the ground during the downward movement has been included. The control of the motion of the Black-box is performed by an Electronic Control Unit ECU from TTTech, programmed in MatLab -Simulink, including the necessary functions to communicate via CAN bus with the EV (Fig. 2). 2

3 Fig. 2: Black-box wires: scheme of internal components wired and connectors to EV The Pick-Up Mechanism allows translations in the direction perpendicular to the vehicle movement in order to achieve the appropriate air-gap between the two coils. The motor and pulley system is accompanied with a Guidance System comprising a slider and guiding arms, so as to ensure a good positioning while the secondary coil is moving upwards/backwards. A Rolling System of 4 wheels has been implemented close to the secondary coil in order to ensure the functionality of the system while EV is moving. The wheels are also provided with a Damping System which absorbs the roughness of the road, and minimizes the rolling noise. The positioning mechanism, alongside with the secondary coil, was installed at the rear end of a commercial vehicle. As soon as the vehicle approaches the station and when charging is requested by the EV user, the secondary coil is lowered until the required air-gap with the primary coil is achieved. During assembly, tuning and set-up of Black-box several tests have been performed with successful results (Fig.3). Fig.3: Positioning mechanism in the up and down position The positioning mechanism that was developed within the FastInCharge (FiC) project, is a fully functional system designed for commercial vehicles, enabling the continuous charging of the EV at high power transfer rate considering a realistic air gap between the coils. However, a positioning system with such dimensions and weight is not suitable for passenger cars; although, in the case of light passenger vehicles the EV battery weight is much lower than the one demonstrated. The proposed FiC positioning mechanism can be further improved by incorporating it in the damping system of the EV without major modifications. TECNALIA, Spain 3

4 GRID IMPACT OF FAST INDUCTIVE CHARGING & ENERGY MANAGEMENT SYSTEM From the end-users perspective, fast inductive charging technologies can considerably reduce their e-mobility concerns. However, the high power requirements of the fast inductive charging stations could potentially result in a significant network load profile modification. ICCS/NTUA developed a tool for estimating the energy requirements of static inductive charging, considering the probability of a charging event to occur as well as the probability of the duration of each charging event. Home conductive charging is also taken into account, considering both stochastic (arrival time at home, daily travel distance, number of vehicles charging at each power level) and deterministic (total number of EVs, type of electric vehicle, battery consumption of each class of EV) EV fleet parameters. As far as dynamic inductive charging is concerned, the expected charging needs of the EV driver as well as road traffic profiles are considered. Assuming a case where 1000 EVs charge at home and 300 charging events take place at static inductive chargers, it is determined that 22 static stations are required to cover the relevant static inductive charging demand. As indicated by the red curve in the next figure the demand of static inductive chargers is noticed during hours with high consumption leading to a considerable demand increase during the middle-day hours. Furthermore, a second peak in the demand is observed during the evening hours due to the energy requirements of home charging. As far as dynamic inductive charging is concerned, it is determined that 62 Dynamic Inductive Chargers can enter the grid without causing any grid violation. In this case, as illustrated by the green curve in the figure, quite a considerable demand is noticed between 12:00 and 19:00 due to the operation of dynamic inductive chargers. Considering the aforementioned scenario, the maximum number of dynamic chargers that can be installed in the grid has also been investigated considering different grid load increase and PV installed capacity scenarios. More specifically, it is evident in the next figure that a load increment of 5% or 10% reduces the maximum allowable number of dynamic stations by 25.8% or 59.7% respectively. However, an installed PV capacity of 20MW can limit such a reduction to 8.1% and 45.2% respectively. 4

5 In order to avoid any network operational issues arising due to the increased demand of the inductive charging stations, an energy management system has been developed by ICCS as illustrated in the next figure. The energy management system allows the operator of the charging stations to monitor the consumption of the charging stations in real-time, while also enabling the remote control of the maximum charging rate of the stations under emergency network operational conditions. Furthermore, the energy management system makes EV drivers aware of the locations of the existing fast inductive charging infrastructures, as well as their availability. Moreover, the management system offers booking services to EV owners as well as electricity energy price information. The interaction between the user interface and the management system is facilitated by the graphical user interface illustrated in the next figure. The different coloring of the charging stations indicates their current availability. The stations can be available - green, busy orange (due to another EV being charging at that moment or the charging station being booked) or unavailable red (due to network operational issues or maintenance purposes). By tapping on a charging station icon detailed information for the specific station appears, regarding the station s availability and the Electricity cost. The user has the ability to automatically request the next timeslots in order to charge his or her EV. Finally, the EV user is able to book a future timeslot for charging by checking the available timeslots. ICCS, Greece 5

6 THE NEW SOFTWARE PLATFORM FOR WIRELESS CHARGING CONTROL AND MONITORING DEVELOPED BY TU GABROVO During the meeting in Douai, France in March 2015, TU Gabrovo launched the new software platform for wireless charging control and monitoring, programmed with CoDeSys V2.3. CoDeSys is used also as a tool for online visualization and diagnostics of charging process on electrical vehicle and in charging stations. CoDeSys is a development environment for programming controller applications and HMI visualizations according to the international industrial standard IEC It supports all five programming language defined in the standard IEC : IL (Instruction List); ST (Structured Text); LD (Ladder Diagram); FBD (Functional Block Diagram); SFC (Sequential Functional Chart); Additional graphical editor-cfc (Continous Function Chart) is available in CoDeSys, which is not defined in IEC Integrated compilers transform the application code created by CODESYS into native machine code (binary code) which is then downloaded onto the controller. The most important 16 and 32- bit CPU families are supported, such as C166, TriCore, 80x86, ARM/Cortex, Power Architecture, SH, MIPS, BlackFin and more. Once CODESYS is online, it offers an extensive debugging functionality such as variable monitoring/writing/forcing by setting breakpoints/performing single steps or recording variable values online on the controller in a ring buffer (Sampling Trace). Main benefits of using CoDeSys are: High level programming languages; Rich libraries with ready for use control functions; Integrated graphical editor for building of HMI or diagnostic screens; Practically supports all kinds of communication interfaces; Build in monitoring tools. a) b ) The developed CoDeSys software a) for static charging; b) for dynamic charging 6

7 The main functionalities of Electrical Vehicle ECU are: Communication with Vehicle Management Unit VMU internal CAN bus; Communication with Charging Station ECU - WireLess communication through internal CAN bus; Measuring of charging current,charging voltage and efficiency directly at e-vehicle side and transferring them to charging station; Managing of Start/Stop charging sequence direct control of Start/Stop of charging stations through the wireless communication; Errors handling thermal protections of secondary coil and rectifier, overvoltage, overcurrent and emergency stop. Electrical Vehicle ECU has two Can bus channels first of them is used for programming and diagnostics and second is connected to e-vehicle internal CAN bus. The control program is developed with CoDeSys, additional graphical visualization is developed for diagnostic and monitoring of charging process - at E-Vehicle side. For that purpose a PC or laptop with installed CoDeSys and project file must be connected and online to first CAN bus channel. Control program consist of one main organization block called PLC_PRG and some functional blocks: PLC_PRG program entry point, cyclical execution on every 5ms, calling of the others functional blocks. Start_Stop functional block implementing all control logic related to Starting, Finishing and Emerging of the charging process; CAN_Send functional block for transferring data to VMU and charging station ECU. Status, Start/Stop signals, errors, charging current limit and measured analogue values (I/U); CAN_Receive functional block for receiving data from VMU and charging station - status information as Vehicle Ready, Station Ready, Charging Cartridge Down/Up and Charging Ready(Battery) and so on; Analogue_Measure functional block for measuring and calculating of charging current, charging voltage and thermal protections. Convert the calculated values to amperes and voltages; Coil_Driver - optional functional block, that support control logic for coil positioning module. At the moment it is not used because VMU take this control functions. Practically E-Vehicle ECU is used as a Bridge to deliver control data to the charging station ECU! STOP Charging will be transmitted by this ECU in the following cases: Charging Complete signal emitted by VMU (Ramping down current setpoint); Error overvoltage, over current or thermal protection reached - immediate; Positioning module NOT in down position - immediate; Error in charging station immediate. TU GABROVO, Bulgaria 7

8 THE CHALLENGE OF STANDARDIZING THE WIRELESS CHARGING OF ELECTRIC VEHICLES Wireless charging of electric and hybrid vehicles is gaining more and more attention from the public, due to the possible benefits of the adoption of this (to a certain extent) naïve technology towards fostering the adoption of the electromobility as new paradigm of (at least but not limited to) urban mobility. Industrial devices, and especially automotive solutions, require high degree of standardization in order to be compliant not only with the most reasonable safety regulations, but also with the needs of the market and the interacting services and systems, involving in the end a plethora of parties, from the carmakers to the developers of the solution, from the power grid distributors to the service providers, etc. Since all the above mentioned parties participate to the standardization process, with trends and positions that usually are in contrast with each other s, the main goal of the process, that is the agreement upon one International Standard in order to provide to the manufacturers a common reference for developing their solutions, is far from being fairly achieved. But this is true for every new technology that faces the real world, as well as for the most well-established of the industrial solutions boasting a hundred of years of track record. More in detail, in the case of the standardization of wireless charging nowadays there are trials and demonstration models, but the real world market counts just few solutions not so customized or customizable, so that in the end the standardization process is still in advance of the market, since it is not yet developed to a consistent position. Besides this complicated surrounding scenario, the technical aspect of the system is very difficult and not so obvious to standardize as well. It is the combination of difficult technical questions with the framework of EVs that leads to a complex situation where accomplishing consensus towards standardization is difficult. Overview: state of the art of the standardization works for wireless charging of electric vehicles Looking more in detail at the current wireless charging standardization environment, several standardization institutions are working at developing guidelines and standards. The main players in the field of wireless charging of electric or hybrid vehicles are: IEC (International Electrotechnical Commission) ISO (International Standardization Organization) UL (Underwriters Laboratories) SAE (Society of Automotive Engineers) IEC is active in the standardization of wireless charging of electric vehicles with the development of the X family of standards, entitled Electric vehicle wireless power transfer (WPT) systems. Except Part 1, just released to public in July 2015, all the other parts are technical draft specifications or work drafts. Below follows the qualification of each currently known part of the aforementioned standard. Part 1 General requirements (officially released in July 2015) Part 2 specific requirements for communication between electric road vehicle (EV) and infrastructure with respect to wireless power transfer (WPT) systems (Draft technical Specification) Part 3 specific requirements for the magnetic field power transfer systems (Draft technical specification) Part 4 specific requirements for the electric field power transfer systems (Work draft) Part 5 specific requirements for the microwave power transfer systems (Work draft) 8

9 ISO is also involved with the standard that is still under development; the title of the Standard is Electrically propelled road vehicles -- Magnetic field wireless power transfer -- Safety and interoperability requirements. But the main contribution to wireless charging from ISO is supposed to come from the well-known ISO X family, entitled Road vehicles Vehicle to grid communication interface, which is already effective in the first parts (1-5) related to conductive charging since The new parts (6-8, listed below) take the cue from the conductive charging background to define similar (or better integrative) requirements for wireless charging. Part 6 General information and use-case definition for wireless communication Part 7 Network and application protocol requirements for wireless communication Part 8 Physical layer and data link layer requirements for wireless communication UL is a minor standardization organization mainly active in North America, counting lots of standards also for devices that are made to work in automotive environments. Recently UL confirmed the interest in this field of research by starting to investigate the wireless charging technology with the document UL 2750 that is an Outline of Investigation for Electric Vehicle Wireless Charging. Last but not least, SAE is really active in the standardization for automotive environment, even though with a particular focus on North American market. The most awaited document in the wireless charging area is SAE J2954, with the eloquent title Wireless Charging of Electric and Plug-in Hybrid Vehicles. Always from SAE, there are some recommended practices related to the same topic, namely SAE J1773, unfortunately these documents are very specifically focused on the North American area, kind of restricting the potential benefits of the outcomes with respect to the European audience. IEC 61980: Electric vehicle wireless power transfer (WPT) systems Part 1: General requirements (Published - July 2015) Part 2: specific requirements for communication between electric road vehicle (EV) and infrastructure with respect to wireless power transfer (WPT) systems Part 3: specific requirements for the magnetic field power transfer systems Part 4: specific requirements for the electric field power transfer systems Part 5: specific requirements for the microwave power transfer systems ISO 19363: Electrically propelled road vehicles -- Magnetic field wireless power transfer -- Safety and interoperability requirements ISO 15118: Road vehicles Vehicle to grid communication interface Part 6: General information and use-case definition for wireless communication Part 7: Network and application protocol requirements for wireless communication Part 8: Physical layer and data link layer requirements for wireless communication SAE J2954: Wireless Charging of Electric and Plug-in Hybrid Vehicles SAE J1773: Electric Vehicle Inductively Coupled Charging (Published - June 2014) (Recommended practice for North America) CRF, Italy 9

10 A VIEW OF THE SLOVAK ELECTROMOBILITY MARKET The current number of electric vehicles. This paper considers the state of the electromobility market in the Slovak Republic, the most important factor in its development and challenges in the near future. In 2014, the number of electric vehicles in the SR was 119 pieces, the total number of registered vehicles is thereby 2.7 million. Currently about 200 electric cars drive on the Slovak roads, from that nearly 60% of all electric vehicles are registered in Bratislava. Almost 90% of the registered vehicles are personal automobiles (category M1). Infrastructure of charging Currently, the infrastructure is mostly provided free of charge. There is a network of charging stations from Bratislava to Košice and to Banská Bystrica on the highway. (see map). Slovak national strategy of e-mobility In the September 2015, the Slovak Government has approved the strategy of electromobility. It is a fundamental document in the field of e-mobility for Slovak Republic. This presupposes from 10 to 25,000 electric vehicles in It is a very ambitious plan, becouse its implementation would expect 3-7% per annum of all vehicle registrations for electric vehicles. The document defines e-mobilitym characterizes its current state, defines its advantages and limitations. It also shows the necessary technical changes and future development scenarios that Slovakia expect in the near future. 10

11 Recommended tools for supporting of e-mobility development: To incorporate the topic of e-mobility into other national policies. Support of science, research and innovation. Information campaigns. Support for reservation of places in public parking for the owners of electric vehicles. Support for the establishment of low emission zones (support use of electric vehicles). Application of the green procurement principles. Simplification of the authorization procedure for charging stations. Support of education and acquiring new skills / knowledge in schools. Creating legal conditions for the insurance introduction of the charging infrastructure for new parking sites. Building a national recharging network. State subsidies granted to municipalities for the construction of recharging infrastructure. Factor entry and parking of electric vehicles in city centers. Customer behavior There are some interesting findings from the research of e-mobility, carried out in Slovakia, Germany and Austria. In all three countries, the most requested is the government support for the purchase of electric vehicles and introduction of recharging infrastructure - with different proportions in different countries. In Austria and Germany, users called for a recharging infrastructure (46%), while in Slovakia the majority of users apply for grant for the purchase of electric vehicles. Very powerful factor is to support parking owners and users of electric vehicles. ¾ of electric vehicles are are parked on the owner s property.. Most electric vehicles have access to electricity in their overnight parking place 92% in Austria, 68% in Germany, 60% in Slovakia. Distances The annual kilometer power electric vehicles is about 15,600 km. Approximately 2/3 mileage of electrical vehicles is out of town, especially on highways. The minimum driving range per charge is approximately 300 to 400 km. Conclusion Support for e-mobility involves several factors. As seems to be the most important support from the state to build the recharging infrastructure and services for the users. ACS, Slovakia The project "FastInCharge" will finish at the end of September 2015 and the results of the project were presented in the webinar. which was hold on September 23 rd in Bratislava, Slovakia. 11

12 NEW TRANSPORT CALLS FOR THE HORIZON 2020 PROGRAM As the Horizon 2020 program goes on, the European Commission posted new calls in the transport sector for the year This year, the challenge Smart, green and integrated transport is aimed at achieving a European transport system that is resilient, resource-efficient, climate-and environmentally- friendly, safe and seamless for the benefit of all citizens, the economy and society. The program is built on four main lines activities which are Resource efficient transport that respects the environment, Better mobility, less congestion, more safety and security, Global leadership for the European transport industry and Socio-economic and behavioural research and forward looking activities for policy making. These activities are separated in three types of calls for proposals: - Mobility for Growth (the overall indicative budget for these calls for 2016 is 210 million and 225 million for 2017) - Automated Road Transport (overall indicative budget: 64 million for 2016 and 50 million for 2017) - European Green Vehicles Initiative (overall indicative budget: 78 million for 2016 and 128 million for 2017) The opening dates for the 2016 calls are in mid-october 2015 and the deadlines in late January For 2017, opening dates are in early October 2016 and the deadlines around early February Besides, Transport Challenge also contributes to Calls on cross-cutting focus areas: Blue Growth and Energy Efficiency. n2020/sites/horizon2020/files/11.%20s C4_ _pre-publication.pdf EUROQUALITY, France 12

13 FASTINCHARGE PARTNERS: Project Coordinator: FastInCharge project is supported by European Union s Seventh Framework Programme