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IEEE is a registered trademark in the U. S. Patent & Trademark Office, owned by The Institute of
Electrical and Electronics Engineers, Incorporated.
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IEEE Smart Grid Research has been obtained from sources believed to be reliable, and
reviewed by credible members of IEEE Technical Societies, Standards Committees,
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Review Policy
The information contained in IEEE Smart Grid Research publications is reviewed and
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with appreciation their dedication and contribution of time and effort on behalf of IEEE.
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Dedication
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Acknowledgments
IEEE wishes to thank the following people for their outstanding contributions to the IEEE Smart Grid
Vision for Vehicular Technology project:
Liuqing Yang
Joachim Taiber
Russell Lefevre
Hiroaki Nishi
Philip Krein
Koichi Inoue
Iqbal Husain
Over the past year, these project leaders worked tirelessly outside of their own academic and professional
endeavors to conceptualize and develop the framework of the vision and to oversee the writing and
execution of this final document. As contributing editors to the document, they were instrumental in
providing oversight, clarity, and overall direction to the men and women who authored this Smart Grid
vehicle technology vision.
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Authors
Xiang Cheng
Xiaoya Hu
Iqbal Husain
Koichi Inoue
Philip Krein
Russell Lefevre
Yaoyu Li
Hiroaki Nishi
Joachim Taiber
Feiyue Wang
Liuqing Yang
Murat Yilmaz
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Table of Contents
Executive Summary ............................................................................................... xii
Chapter 1
Social, Economic, and Political Implications ..............................................................1
1.1 Vehicle electrification and Smart Grid................................................................................... 1
1.2 Vision for sustainable electrified transportation pathway...................................................... 3
1.3 Societal implications ............................................................................................................. 6
1.4 Evolution from Smart Grid to Smart City and its service ...................................................... 7
1.5 Citations ................................................................................................................................ 8
Chapter 2
Intelligent Vehicles and Grid Interaction ...................................................................10
2.1 Intelligent vehicles and grid interaction .............................................................................. 10
2.2 Intelligent charging grid enhancements .............................................................................. 12
2.3 Future expectations ............................................................................................................ 13
2.4 Citations .............................................................................................................................. 14
Chapter 3
Infrastructure ...............................................................................................................18
3.1 Introduction ......................................................................................................................... 18
3.2 Impact of transportation electrification and renewable energy ........................................... 19
3.3 Impact of information and communication systems on transportation infrastructure ......... 19
3.4 How to finance the transportation infrastructure of the future ............................................ 20
3.5 The role of smart charging .................................................................................................. 21
3.6 Machine-to-machine system architectures as drivers of intelligent transportation
infrastructure ....................................................................................................................... 21
3.7 Citations .............................................................................................................................. 22
Chapter 4
Travelers ......................................................................................................................24
4.1 Introduction ......................................................................................................................... 24
4.2 The traditional role of the traveler ....................................................................................... 24
4.3 The new freedom of the future traveler .............................................................................. 25
4.4 Public versus private traveler information .......................................................................... 26
Chapter 5
Communications .........................................................................................................27
5.1 Introduction ......................................................................................................................... 27
5.2 Unique ITS-Smart Grid functions........................................................................................ 28
5.2.1 Electronic and automatic transactions (EAT) ...................................................... 28
5.2.2 Optimum routing and charging (ORC) ................................................................ 28
5.2.3 Automatic parking and electricity leveling (APEL) .............................................. 28
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Chapter 6
Systems, Operations, and Scenarios .........................................................................35
6.1 Vision: Application scenario enabled by future SOS solutions ........................................... 35
6.2 Paradigm shifts ................................................................................................................... 37
6.2.1 Shift to EV-integrated building energy management system .............................. 37
6.2.2 Shift from complex visualization to simple visualization and operation .............. 38
6.2.3 Shift from independent systems to integrated ITS and Smart Grid .................... 38
6.2.4 Shift from cloud-oriented service to a hierarchically distributed cloud service.... 39
6.2.5 Shift from message-passing communication to contents-centric communication
............................................................................................................................. 40
6.2.6 Shift from Smart Grid to Smart Community ........................................................ 40
6.3 The future model of systems, operations, and services ..................................................... 41
6.4 Challenges and issues ....................................................................................................... 43
6.5 Roadmap ............................................................................................................................ 43
6.6 Recommendations .............................................................................................................. 43
6.7 Citations .............................................................................................................................. 43
Chapter 7
Conclusions .................................................................................................................44
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Executive Summary
Vehicle electrification is envisioned to be a significant component of the forthcoming Smart Grid. In
this document, a Smart Grid vision of electric vehicle technology for the next 30 years and beyond is
presented from six different perspectives: 1) social, economic, and political implications,
2) intelligent vehicles and grid interaction, 3) infrastructure, 4) travelers, 5) communications, and
6) systems, operations, and scenarios.
From the social, economic, and political perspective (Chapter 1), a sustainable electrified
transportation pathway that incorporates renewable energy generation is envisioned, which will
provide energy production from renewable sources and bulk, distributed storage capabilities. In the
grid infrastructure, bulk energy storage technology and secondary use of batteries will be essential.
The combined capacity of numerous charging stations will also parallel the capacity of utility-scale
energy storage. Available, suitable charging station infrastructure and standardize interfaces will be
critical societal aspects of electrified transportation. The envisioned electrified transportation system
will also be an integral part of the future Smart City as a business platform with an open architecture
for third-party applications.
From the intelligent vehicles and grid interaction perspective (Chapter 2), the implication of
intelligent vehicle charging is introduced. Such units offer both assurance for users and flexibility for
the utility. The interactive energy storage to enable more advanced vehicle-to-grid systems, including
unidirectional or bidirectional battery chargers, needs to be established. Compared with the
unidirectional alternative, the bidirectional model will provide more flexibility in the long run. Mobile
inductive charging might overcome the basic range-limitation of plug-in electric vehicles.
From the infrastructure perspective (Chapter 3), the future smart infrastructure and how the world is
split in the future mature transportation market are described. The challenge is to ensure fully
synchronized energy flow, transportation flow, and communication flow for existing infrastructure
modernization and unification. Battery technology and its economics will be critical in the evolution
of transportation electrification. Renewable energy sources will also play a significant role in low-
density and remote locations with plentiful solar or wind energy. Future information exchange will
require high-bandwidth, high-performance, and highly versatile cloud service platforms. Automated
parking and automated or assisted driving will also help optimize charging infrastructures utilization.
From the perspective of the traveler (Chapter 4), this document describes how the travelers role will
evolve rapidly from the traditional picture. In the future, the traveler as a mobile node will be able to
optimize its movement in a multidimensional grid, including energy, travel time, environmental
impact, and data connectivity optimization. However, seamless system connectivity might lead to
privacy issues.
From the communication perspective Chapter 5 discusses unique Smart Grid/intelligent transportation
system (ITS) functions and the communication and networking infrastructure supporting the Smart
Grid/ITS integration with unique functions. To support a broad array of new and extended Smart
Grid/ITS functions, the envisioned communication and networking infrastructure is highly
heterogeneous, with hierarchically distributed quality of service-oriented routing; high-mobility, high-
fidelity connections; and extensive information sharing. It is also envisioned that high-mobility, high-
fidelity communication technologies will be jointly developed and will benefit from nontraditional
technologies such as wireless charging.
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From the systems, operations, and scenarios perspective (Chapter 6), a scenario of future electric
vehicles, cities, and infrastructure is described, and a series of paradigm shifts are discussed. A future
integrated model of systems, operations, and services is also presented. In this model, the main
challenge is expected to be the commerce match and privacy control.
Following the chapters focusing on these distinct perspectives, conclusive remarks will overview the
interconnections among all chapters. Discussions of key technologies dictating the real future of the
evolution of vehicle electrification will also be included.
We hope that the joint efforts of the authors will serve the purpose of stimulating the readers keen
interest, as well as inspiring the readers imagination in vehicle electrification and electrified vehicles
as part of the Smart Grid.
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increase in total US greenhouse gas emissions from 1990 to 2010. Electric vehicles have no direct
carbon emissions, and have the potential to curb the pollution problem in an efficient way. Plug-
in electric vehicles (PEVs) do suffer from the low upstream energy conversion efficiency from
raw source of energy to electricity, but the overall energy efficiency from raw fuels to output at
the wheels for these vehicles can be improved through the increased penetration of renewable
energy sources for electricity production [4, 6]. In the most desirable scenario, if electricity can be
produced from renewable energy sources such as wind or solar, then power plant pollution
problems can be practically eliminated. A smart electrical power system implemented through
Smart Grid concepts and vehicle electrification must be implemented simultaneously to achieve
the full carbon problem solving potential.
Vehicle manufacturers are offering more and more PEV models, and the number of sales for
these vehicles shows steady growth. Most automakers now offer a broad range of hybrid and
electric vehicle drive solutions in all of their car segments. The largest growth is, however, in
electric two-wheeled vehicles, including e-bikes, e-scooters, and e-motorcycles. There are multi-
millions of electric two-wheelers on the road today. The market drivers for the economic growth
in the electrified transportation sector are technological advances in electric propulsion, advanced
telematics in electric vehicles, innovation opportunities, and job creation. The widespread interest
in owning an electric vehicle will come from cost reductions through innovation, and the features
enabled by the information and communication technologies (ICT). Currently, ICT in a vehicle is
embedded in the sensors and electronics, and automakers are continuously adding ICT-enabled
features to maintain a competitive edge in the marketplace. In the future, the notable contributions
of ICT in a vehicle will be to improve driving performance and comfort, to enhance both passive
and active safety, and to interact with businesses during travel. Once again, vehicle electrification
and Smart Grid have to go hand-in-hand in the electrified transportation of 2030.
Gasoline prices are continuously on the rise, and the extensive use of fossil fuels rapidly
diminishes the finite world oil reserves. Moving away from fossil fuels requires a vision for
sustainable transportation, which means moving towards more renewable energy sources, which
are inherently distributed energy sources. Renewables have their variability in supply, but can
benefit significantly from energy storage to ensure steady and predictable supply of energy.
Energy storage can come from a utility scale installation or from battery packs in electric
vehicles. When electric vehicles are in circulation in large numbers, their collective distributed
energy stored in their battery packs will meet this need to a great extent and simultaneously help
avert security risks. Electrified transportation, with the use of renewable and distributed energy
sources, is thus increasingly seen as a key element to address energy security concerns. For
reliable, efficient, and cost-competitive power delivery to customers of all kinds from a combined
portfolio of centralized and distributed sources, an intelligent grid that can communicate with the
electric vehicles is essential.
Electrified transportation enhanced with intelligent information and communication technologies,
powered by high energy density, long cycle life battery technologies, driven by high-efficiency
electric motors and controllers, and recharged from alternative and clean energy sources can
provide the means for an efficient and environmentally friendly urban transportation system.
Smart Gridenabled vehicle transformation must facilitate large penetration of electric vehicles
without damage to the local grid infrastructure, use renewable distributed energy resources as
much as possible, benefit customers by automated price-based charging of vehicle batteries,
ensure safety and reliability of the traveler, and support a broad array of ITS features and
functions. Our Smart Grid vision for vehicle transportation in 2030 is built around a commitment
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to the environment through a sustainable energy pathway inclusive of renewable and distributed
energy sources; an infrastructure to prepare the grid with the challenges of electrified
transportation; a set of technologies for safety, security, and comfort for the traveler; and a
potential for innovation in vehicle and communication technologies for cost competitiveness and
market growth.
Co-ordination of
Renewable Vehicle Use
Usage in a region
Charging
Solar, Wind/ Transport to Transmission Station
Electricity
Wave Collector & (Distributed
Generation
Energy Point Distribution Storage)
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The enhancement of various types of bulk energy storage is required to overcome the challenges
of variability in renewables. Renewable energy generation plants are not typically located close to
population centers. The availability of bulk energy storage mechanisms is essential for successful
integration of renewable energy sources. The bulk storage technology, which can be offshore or
land-based, can be either high-energy density batteries, or compressed hydrogen or compressed
air. Also expected to be prevalent in 2030 is the concept of secondary batteries, which are
batteries that have run their life in EVs but still have significant life for use in stationary storage
facilities. As plug-in vehicles continue to gain market share, concerns about battery recycling or
disposal have become increasingly important. Because batteries are designed to last the life of the
vehicle, there could be substantial residual battery life at the end of the vehicles life. The battery
performance requirements in a vehicle are significantly more severe than in stationary
applications. Therefore, the opportunity exists for secondary use of these batteries to support the
power grid so that their useful life is extended and costly recycling is deferred. This secondary
battery usage will enable greater electric service reliability, better power quality, and higher
penetration levels of renewable generation such as wind, solar, and ocean waves.
The distributed storage in the charging stations will interface with customers and facilitate power
exchange between vehicles and stations. In comparison to utility-scale energy storage, charging
station storage has the advantage of being closer to the point of use, thus improving efficiency
and alleviating local distribution bottlenecks. The combined capacity of numerous charging
stations, when controlled in concert as a fleet, parallels the capacity of utility-scale energy
storage.
Conventional EVs that can only be charged while stationary have limited function, which raises
infrastructure demands (e.g., requiring more charging stations), and increases battery size and
cost. If an EV is designed for a longer range, vehicle efficiency is reduced due to added weight of
the energy storage unit. Currently, two methods have been proposed to extend vehicle range:
vehicle hybridization with internal combustion engines (ICE) and battery swapping.
Hybridization increases the vehicle weight, cost, and complexity in addition to introducing the
use of hydrocarbons. Battery swapping introduces logistical problems, questions of battery
ownership and standardization, cost of the additional batteries (which is the most expensive
component in the vehicle), and significant swapping infrastructure costs.
Vehicles enabled with power exchange between the vehicle and the grid would draw power from
the grid as they move, as well as while stationary. These vehicles are called roadway powered
electric vehicles (RPEV) and their benefits are substantialsimpler and lighter vehicle designs,
all-electric propulsion, and a much smaller battery investment. For roadway vehicles, it is not
possible to transmit power using contact systems because roadway vehicles do not move along a
predetermined path. Thus, a dynamic wireless charging infrastructure is required. A noncontact or
wireless power transfer for both stationary and roadway vehicle charging will bring a change in
social behavior in the not-so-distant future.
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Other Lanes
Charging Lane
Wireless
Charging Coil
communication Wireless
Charging Coil
Wireless communication
communication
Communication
On Site DES
Communication Charging EMS
On Site
DES
Charging
EMS
Wireless
To
communication
Transmission
System
Bulk Storage
The sustainable transportation pathway with communication and control features is shown in
Figure 1.2. The charging infrastructure envisioned will allow both stationary and roadway vehicle
charging through wireless chargers, which would cater to the societal needs of convenient
charging during off-peak and at charging stations at reduced rates, and fast charging on the
roadway available at a premium. The communications and controls in the sustainable
transportation pathway will include physical/electrical constraints and state variables. The
physical and cyber aspects of the electrified transportation pathway will need to be jointly
formulated, logically integrated, and jointly optimized and controlled. The queuing and inventory
models for vehicle distribution (routing) policies, control algorithms, and scheduling techniques
have already started to emerge and will become mature by 2030 [1, 2]. The emphasis on
communications aspects in this cyber-physical system will be on vehicle to station, dispatcher,
controller, or a combination without hand-offs; communication between distributed charging
stations to execute the distributed energy management system (EMS) algorithm; and
communication between the charging system and the generation facilities. The cyber-physical
framework must incorporate congestion signaling (due to low generation or high demand) with
pricing or priority signaling both between infrastructure and generation site, and within the EMS.
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The cyber-physical resource allocation involving pricing and incentive signals will have a joint
energy and communication bandwidth optimization function in the future [5]. Vehicles will
receive navigation signals based on the conditions of the grid, and incentives will be designed to
ease grid congestion. Drivers will have the option of accepting or declining the rewards based on
their personal preferences.
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provide a level of service superior to the mass public transport system with a user responsive,
environmentally friendly transport system that has the potentials of economic sustainability [7].
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Figure 1.3 New open service platform for integrating next-generation infrastructures
1.5 Citations
[1] Bae, S., Kwasinski, A. 2012. Spatial and Temporal Model of Electric Vehicle Charging
Demand. IEEE Transactions on Smart Grid 3, no. 4: 18671876.
[2] Ban, D., Michailidis, G., Devetsikiotis, M. 2012. Demand Response Control for PHEV
Charging Stations by Dynamic Price Adjustments. 2012 IEEE PES Innovative Smart
Grid Technologies, January 1620, 2012, Washington DC.
[3] Caragliu, A., Del Bo, C., Nijkamp, P. 2009. Smart cities in Europe. Serie Research
Memoranda 0048, VU University Amsterdam, Faculty of Economics, Business
Administration and Econometrics. [Online]. Available:
http://ideas.repec.org/p/dgr/vuarem/2009-48.html.
[4] Husain, I. 2010. Electric and Hybrid Vehicles: Design Fundamentals. 2nd Edition. Boca
Raton: CRC Press.
[5] Kallitsis, M., Michailidis, G., Devetsikiotis, M. 2012. Optimal Power Allocation under
Communication Network Externalities. IEEE Transactions on Smart Grid 3, no. 1: 162
173.
[6] Kreith, F., West, R. E., Isler, B. E. 2002. Efficiency of Advanced Ground Transportation
Technologies. Journal of Energy Resources Technology 124, no. 3: 173179.
[7] Moving Ahead with PRT. European Commission Research & Innovation. [Online].
Available: http://ec.europa.eu/research/environment/newsanddoc/article_2650_en.htm.
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1
Electric and plug-in hybrid vehicles that support intelligent grid interaction are usually called plug-in
vehicles. The intelligent interaction between a plug-in vehicle and the power grid falls into the broad
category of vehicle-to-grid or grid-to-vehicle (V2G or G2V) concepts.
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advantage of controlled charging. In many systems, for example, the ratio of peak daytime
electricity prices to late nighttime prices is 4:1, 6:1, or even more. Because even during the day,
real-time prices tend to be highest during only one or two hours, even limited flexibility has
noticeable economic benefits.
Consumers are likely to make use of low off-peak and controllable electricity prices, provided
that two conditions are met:
1. The charger that interacts with the vehicle is highly automated and easy to set up.
2. The consumer can invoke an energy guarantee, by which a battery pack will be assured
of a certain target energy state no later than a specified target time.
An intelligent plug-in electric vehicle (PEV) acts as an energy load in the sense that the typical
requirement is for a specific amount of energy to be delivered over a relatively flexible time
interval (e.g., provide 10 kWh total no later than 6:00 A.M. tomorrow). Energy loads are
relatively rare in residential systems, but are actually fairly typical on the supply side, where the
concept is common for large-scale energy exchange (e.g., deliver 200 MWh between 2:00 P.M.
and 4:00 P.M. next Tuesday).
The implication of both conditions is that an intelligent PEV, although a significant consumer of
energy, can sell flexibility to the grid operator. From a consumer perspective, if a car is connected
at 7:00 P.M. with a requirement to have 10 kWh provided by 6:00 A.M. the next morning, it makes
little difference whether the energy is delivered at a rate of 10 kW in an interval of one hour, at a
rate of 1 kW delivered over 10 hours, or according to a more complicated schedule that, for
instance, depends on the tracking of a regional wind generatorprovided that the correct total of
energy is ultimately delivered on time. Intelligence is essential here: a car that merely plugs in
and draws charge offers no suitable benefit to exchange with a utility provider. The potential
nature of this intelligence ranges from the near trivial (e.g., timer-based charging) to
comprehensive adaptive learning. An adaptive learning charger might evaluate past patterns,
examine published day-ahead electricity prices, consider the weather forecast, and then draw the
energy in a manner most likely to minimize cost.
Interactive energy storage is widely discussed as a possibility for more advanced vehicle-to-grid
(V2G) systems [10, 37]. The potential benefits are to use vehicle battery packs as a tool for
smoothing the rapid fluctuations experienced with many renewable resources [15, 25, 29]. There
are two fundamental alternatives for interactive storage:
1. If a battery charger is unidirectional (i.e., it only delivers charge to the battery and never
discharges it, the storage function is a virtual one, based entirely on flexibility. For
example, if a cloud passes over a solar array, a corresponding number of plug-in
chargers are throttled back or turned off until energy production is restored.
2. If a battery charger is bidirectional, the energy stored in the pack is potentially available
for use by the utility.
At present, there are many reasons to prefer the unidirectional alternative [11]. Because it never
discharges batteries, the grid does not put extra cycling stress on a battery pack. Unidirectional
charging avoids safety issues such as grid outage and islanding protection, the potential for high
backfeed power flows, extra bidirectional metering issues, and extra cost of the charger itself. It
can be an effective strategy, provided that there are enough vehicles and that their batteries are
not so full that the load on the grid can be altered quickly by turning some off. Bidirectional
11
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energy flow makes any parked plug-in car a potential grid resource. If a vehicle is merely plugged
in, it can provide fast dynamic energy exchange and the associated benefits and even can be
treated as spinning reserve [24].
Interactive storage, whether virtual or fully bidirectional, requires a comprehensive
communications infrastructure. Individual vehicles are too small, in an electrical sense, to
function autonomously based on local voltage control or other large-scale grid control method.
Their size necessitates either a central coordinating entity or a distributed strategy in which
control needs propagate as chargers communicate with their neighbors. For more general needs, a
dynamic system price update might be sufficient for control: the utility sends out price signals,
either wirelessly or by means of a low-bandwidth modulation method on the grid itself, with
updates every minute or so. With this information, basic charger intelligence can function, with
good use of charging flexibility. For storage exchange, this charging might not be fast enough or
localized enough. In this case, separate wired or wireless Internet feeds would be beneficial. An
alternative is a vehicle aggregator [1, 14, 16], a commercial entity that assembles vehicles either
with dispersed communication and control devices or in a parking lot, and then presents the
combination to the utility grid as a large flexible regulation resource.
Wider communications requirements enter the picture when geographic flexibility becomes
important. A consumer will expect to charge at home or at work, and potentially at nearly any
location where a car might be parked. Although the basic infrastructure requirement can be as
simple as an electrical outlet, mechanisms that can bill the energy cost to the vehicle rather than
the premises will be important. The mobile phone network offers one model, which might be
sufficient as the communications overlay. The on-board charger on the vehicle can identify itself
and establish a billing protocol before drawing energy. The vehicle can be programmed not to
charge without permission, although many businesses might elect to provide free charging
services to customers and employees [27]. The communications issues become more interesting
with active charging systems, such as potential future systems in which inductive chargers are
embedded in roadways [4, 13, 35]. In this case, a vehicle encounters a charge loop, establishes the
billing protocol, and turns on the charger within a millisecond or so, maintaining energy flow as
the car moves across the loop.
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Optimization of charging time and energy flows reduces daily electricity cost with little effect on
peak capacity needs. Cao et al. propose an intelligent method to control PEV charging loads in
response to time-of-use price in a regulated market [5]. A heuristic method was implemented to
minimize the charging cost considering the relation between the acceptable charging power of
PEV batteries and their state of charge.
While it is difficult to determine whether a particular vehicle will be parked or on the road at a
particular time, aggregation is likely to be more predictable, perhaps even supporting a unit
commitment approach [28]. PEV aggregations can also provide spinning reserves. These reserves
are normally provided by additional generating capacity that is synchronized to the system. They
must respond immediately. PEV aggregations can easily start generating within a conventional
10-minute requirement [17]. Bessa et al. present an optimization approach to support the
aggregation agent participating in the day-ahead and secondary reserve in Iberia [3].
Communication and control between the aggregator and PEVs are likely to be more manageable
than an individual structure. The aggregated entity can make purchases more economically than
individual PEV owners [14]. The aggregation concept has been implemented in some projects
such as Portugal, the industrial network MOBIE [21], and Better Place [2]. In these models, the
aggregator buys electrical energy in the market for their clients but has no direct control over
electric vehicle (EV) charging rates.
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mobile charging of this type. If this development can be implemented at a reasonable cost, it will
overcome the basic range limitation of PEVs and allow wide use of electric cars.
In the coming decades, it is expected that significant research will lead to major improvements in
electric vehicles. This research will lead to improved efficiency and reduced weight, and to
improvements in power electronics, electric motor drives, and other vehicle elements. These
broad improvements will be incremental, as available electric and hybrid cars meet most modern
performance expectations other than range. It remains true that electric vehicle batteries require
the most improvement, and it is widely acknowledged that the high cost and limited range of
electric vehicles has led to a lack of wide acceptance by the public. Cost and range are directly
affected by the battery. While most observers believe that the cost of electric vehicle batteries will
be reduced as sales volumes improve, vehicle range shortcomings will require significant
improvements in battery technology.
Current lithium-ion (Li-ion) batteries improve dramatically over lead-acid and nickel chemistries.
Even so, achieving long electric range with a Li-ion battery requires more battery mass than a
typical family vehicle can accommodate. Various metal-air batteries [26] overcome that
limitation because their theoretical energy density (i.e., the amount of energy that can be stored
per unit mass or volume) is much higher than that of Li-ion batteries. For example, lithium-air
batteries [12] might be capable of competing with internal combustion engine ranges when fully
developed and commercialized. The capacity of these types of cells approaches 11.7 kWh/kg,
which is almost as much as gasoline (approximately 12 kWh/kg). By contrast, the best reported
Li-ion energy density is 400 Wh/kg [7]. Aluminum-air batteries, while not as energy dense as
lithium-air batteries, also have generated interest and provide much higher energy density than
Li-ion cells [33].
There are several organizations involved in Li-air research. One prominent organization is IBM,
which launched a major research effort in 2009 called Battery 500. A report by Bloomberg.com
[19] indicated that an IBM battery successfully stored and released power through 10 charges.
Another Li-air research project is a partnership between Toyota Motor Corporation and BMW
[18]. It is difficult to predict battery developments in the coming decades. There have been
frequent press releases announcing impressive breakthroughs, but these rarely translate into
viable products. However, the significant funding dedicated to battery research should result in
major developments, and metal-air technologies have considerable promise to meet critical
technology needs for viable electric vehicle batteries.
2.4 Citations
[1] Aabrandt, A., Andersen, P. B., Pedersen, A. B., You, S., Poulsen, B., OConnell, N.,
Ostergaard, J. 2012. Prediction and optimization methods for electric vehicle charging
schedules in the EDISON project. 2012 IEEE PES Innovative Smart Grid Technologies,
January 1620, 2012, Washington DC.
[2] Andersen, P. H., Mathews, J. A., Raska, M. 2009. Integrating private transport into
renewable energy policy: The strategy of creating intelligent recharging grids for electric
vehicles. Energy Policy 37, no. 7: 24812486.
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[3] Bessa, R. J., Matos, M. A., Soares, F. J., Lopes, J. A. P. 2012. Optimized Bidding of a
EV Aggregation Agent in the Electricity Market. IEEE Transactions on Smart Grid 3,
no. 1: 443452.
[4] Budhia, M., Covic, G. A., Boys, J. T., Huang, C. Y. 2011. Development and evaluation
of single-sided flux couplers for contactless electric vehicle charging. 2011 IEEE Energy
Conversion Congress and Exposition, September 1722, 2011, Phoenix, AZ.
[5] Cao, Y., Tang, S., Li, C., Zhang, P., Tan, Y., Zhang, Z., Li, J. 2012. An Optimized EV
Charging Model Considering TOU Price and SOC Curve. IEEE Transactions on Smart
Grid 3, no. 1: 388393.
[6] Clement-Nyns, K., Haesen, E., Driesen, J. 2010. The Impact of Charging PHEVs on a
Residential Distribution Grid. IEEE Transactions on Power Systems 25, no. 1: 371380.
[7] Coxworth, B. 2012. Envia Systems claims energy density record for lithium-ion
batteries. Gizmag. [Online]. Available: http://www.gizmag.com/envia-systems-record-
lithium-ion-battery/21653/.
[8] Crabtree, D., Faney, T., Koudigkelis, K., Papavasiliou, A., Sidhu, I., Kaminsky, P.,
Tenderich, B. 2009. Optimal Charging of Electric Vehicles. Technical Brief, 9-2009.
Center for Entrepreneurship & Technology.
[9] De Los Rios, A., Goentzel, J., Nordstrom, K. E., Siegert, C. W. 2012. Economic
Analysis of Vehicle-to-Grid (V2G)-Enabled Fleets Participating in the Regulation Service
Market. 2012 IEEE PES Innovative Smart Grid Technologies, January 1620, 2012,
Washington DC.
[10] Erb, D. C., Onar, O. C., Khaligh, A. 2010. Bidirectional charging topologies for plug-in
hybrid electric vehicles. 2010 IEEE Applied Power Electronics Conference, February
2125, 2010, Palm Springs, CA.
[11] Fasugba, M. A., Krein, P. T. 2011. Cost benefits and vehicle-to-grid regulation services
of unidirectional charging of electric vehicles. 2011 IEEE Energy Conversion Congress
and Exposition, September 1722, 2011, Phoenix, AZ.
[12] Girishkumar, G., McClosky, B., Luntz, A. C., Swanson, S., Wilcke, W. 2010. Lithium-
air batteries: promise and challenges. Journal of Physical Chemistry Letters 1, no. 14:
21932203.
[13] Green, A. W., Boys, J. T. 1994. 10 kHz inductively coupled power transfer concept and
control, Fifth International Conference on Power Electronics and Variable-Speed
Drives, October 2628, 1994, London.
[14] Guille, C., Gross, G. 2009. A conceptual framework for the vehicle-to-grid (V2G)
implementation. Energy Policy 37, no. 11: 43794390.
[15] Kempton, W., Tomic, J. 2005. V2G power implementations: from stabilizing the grid to
supporting large scale renewable energy. Journal of Power Sources 144, no.1: 268279.
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[16] Kempton, W., Tomic, J. 2005. Vehicle-to-grid power fundamentals: calculating capacity
and net revenue. Journal of Power Sources 144, no. 1: 268279.
[17] Kempton, W., Tomic, J., Letendre, S., Brooks, A., Lipman, T. 2001. Vehicle-to-Grid
Power: Battery, Hybrid, and Fuel Cell Vehicles as Resources for Distributed Electric
Power in California. CEPA, Los Angeles, CA, Res. Rep. UCD-ITS-RR-01-03, 2001.
[18] Kubota, Y. 2013. Toyota, BMW to research lithium-air battery. Reuters. [Online].
Available: http://www.reuters.com/article/2013/01/24/us-toyota-bmw-fuelcell-
idUSBRE90N0L020130124.
[19] Martin, C. 2013. Lithium air battery gives IBM hope of power without fires.
Bloomberg.com. [Online]. Available: http://www.bloomberg.com/news/2013-02-
21/lithium-air-battery-gives-ibm-hope-of-power-without-fires.html.
[20] Masoum, M. A. S., Moses, P. S., Hajforoosh, S. 2012. Distribution Transformer Stress
in Smart Grid with Coordinated Charging of Plug-In Electric Vehicles. 2012 IEEE PES
Innovative Smart Grid Technologies, January 1620, 2012, Washington DC.
[21] MOBIE May 2011 [Online]. Available: http://www.mobie.pt.
[22] Moses, P. S., Masoum, M. A. S., Hajforoosh, S. 2012. Overloading of Distribution
Transformers in Smart Grid Due to Uncoordinated Charging of Plug-In Electric
Vehicles. 2012 IEEE PES Innovative Smart Grid Technologies, January 1620, 2012,
Washington DC.
[23] OSullivan, D., Willers, M., Egan, M. G., Hayes, J. G., Nguyen, P. T., Henze, C. P. 2000.
Power-factor-corrected single-stage inductive charger for electric vehicle batteries.
2000 IEEE Power Electronics Specialists Conference, June 1823, 2000, Galway,
Ireland.
[24] Rahmani-andebili, M. 2012. Plug-in Electric Vehicles (PIEVs) Aggregator as a Source
of Spinning Reserve. International Journal of Energy Engineering 2, no. 4: 143149.
[25] Ramos, A., Olmos, L., Latorre, J. M., Perez-Arriaga, I. J. 2008. Modeling medium term
hydroelectric system operation with large-scale penetration of intermittent generation.
Proceedings of XIV Latin and Iberian Conf. Operations Research.
[26] Riezenman, M. J. 2001. Metal fuel cells. IEEE Spectrum 38, no. 6: 5559.
[27] Roush, M. 2013. Ford offers employees free EV charging. CBS Local Detroit.
[Online]. Available: http://detroit.cbslocal.com/2013/09/16/ford-offers-employees-free-
ev-charging/.
[28] Saber, A. Y., Venayagamoorthy, G. K. 2010. Intelligent unit commitment with V2G
A cost-emission optimization. Power Sources 195, no. 3: 898911.
[29] Short, W., Denholm, P. 2006. Preliminary Assessment of Plug-In Hybrid Electric
Vehicles on Wind Energy Markets. National Renewable Energy Laboratory. Technical
Report NREL/TP-620-39729.
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[30] Singh, M., Kumar, P., Kar, I. 2012. Implementation of Vehicle to Grid Infrastructure
Using Fuzzy Logic Controller. IEEE Transactions on Smart Grid 3, no. 1: 565577.
[31] Tomic, J., Kempton, W. Using fleets of electric-drive vehicles for grid support. Journal
of Power Sources 168, no. 2: 459468.
[32] Wu, D., Chau, K. T., Liu, C., Gao, S., Li, F. 2012. Transient Stability Analysis of SMES
for Smart Grid with Vehicle-to-Grid Operation. IEEE Transactions on Smart Grid 3, no.
1: 14.
[33] Yang, S., Knickle, H. 2002. Design and analysis of aluminum/air battery system for
electric vehicles. Journal of Power Sources 112, no. 1: 162173.
[35] Yilmaz, M., Buyukdegirmenci, V. T., Krein, P. T. 2012. General design requirements
and analysis of road-bed inductive power transfer system for electric vehicle charging.
2012 IEEE Transportation Electrification Conference, June 1820, 2012, Dearborn, MI.
[36] Yilmaz, M., Krein, P. T. 2012. Review of the impact of vehicle-to-grid technologies on
distribution systems and utility interfaces. IEEE Transactions on Power Electronics 28,
no. 12: 56735689.
[37] Zhou, X., Lukic, S., Bhattacharya, S., Huang, A. 2009. Design and control of grid-
connected converter in bidirectional battery charger for plug-in hybrid vehicle
application. 2009 IEEE Vehicle Power and Propulsion Conference, September 711,
2009, Dearborn, MI.
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Chapter 3 Infrastructure
3.1 Introduction
Over the next few decades, energy demand will dramatically shift from established regions of the
world to emerging regions, due to economic development growth as well as population growth.
This shift will have a significant influence on the infrastructure development for transportation.
On the one hand, aging infrastructures must be modernized to support energy efficiency and safe
and fast transportation, while on the other hand, new infrastructure must be created in developing
urban areas.
A key aspect is the interaction between transportation vehicles and the road, energy, and
communication infrastructure. Intelligent vehicles need to collaborate with smart infrastructures
in order to optimize transportation-related tasks. Thus, energy flow, transportation flow, and
communication flow are synchronized (see Figure 3.1).
Figure 3.1 Synchronization of energy flow, traffic flow, and communication flow [1]
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latency vehicle-to-infrastructure (V2I) solutions. There is no doubt that energy efficiency (in
combination with safety) becomes the major driver of active traffic flow control. This requires
bidirectional communication between the vehicles being monitored and the control data centers.
The key question is: What degree of manual driving will be possible in highly automated traffic
flow scenarios of the future? Highway traffic will likely be largely automated on high-density
roads in urban areas, whereas manual driving will still prevail in rural areas and on low-density
urban roads. Therefore, from a safety perspective, the transition from automated driving to
manual driving (e.g., when exiting a highway and entering a low-density roadway) and vice versa
are the most vulnerable situations for travelers. Fully automated driving is highly desirable for
specific groups of people, such as children, senior citizens, and people with severe medical issues.
However, fully automated driving requires an information and communication infrastructure that
guarantees a safety level that is significantly superior to manual driving scenarios. Whether true
driverless operation on public roads will ever be permitted largely depends on the penetration
level of autonomous-enabled vehicles on the road, as well as legal considerations in terms of
liability.
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If we compare automotive vehicles with cell phones, we can find interesting analogies:
Originally, cell phones were primarily used for voice communication. Now, they are used
for a variety of additional services, including social networking, navigation, e-mail,
media-streaming, and electronic payments.
Currently, automotive vehicles are used primarily to drive from point A to point B. In the
future, transportation services will be bundled in an intelligent manner across multiple
transportation modes to minimize travelling time and optimize energy efficiency.
Furthermore, drivers and passengers will use their transportation time by using all of the
communication services offered by mobile devices, without compromising safety or
quality of connectivity.
The automotive industry is following the telecommunication industry by offering a variety of
services that have a major impact on consumer lifestyles, and by providing more choices in
general. Transportation, therefore, is becoming commoditized without compromising
individuality; however, individual needs will become more defined by software and content that
by hardware (including the vehicle itself).
The transition of the transportation ecosystem from a primarily class-layered model (public
transportation for the masses, individual transportation with differentiation of the vehicle choice
as status symbol) to a service-oriented multiple-mode model suited to everybodys need is largely
enabled by the pervasive build-up of an information and communication infrastructure in which
mobile devices and cloud-based services are providing the backbone to manage transportation
needs and transportation flows in the most efficient way. Vehicles can be considered as mobile
communication nodes communicating with fixed communication nodes with a secure, intelligent,
high-performance network.
Datacenters and their related wired and wireless communication infrastructures will become as
important as the physical road infrastructure to solving future transportation problems [4]. All
payment-related activities required during transportation will be accomplished wirelessly and
without the need for cash or physical credit cards. The time and location of refueling vehicles will
be optimized by the information network, which will consider the specific energy needs and range
constraints of the vehicle (whether gasoline, alternative fuel, electrical energy, or hydrogen); a
multiple-fuel infrastructure will be developed according to the needs of the transportation market.
3.7 Citations
[1] Clemson University International Center for Automotive Research. www.cuicar.com.
[2] Gil, A., Taiber, J. 2013. A Literature Review in Dynamic Wireless Power Transfer for
Electric Vehicles: Technology and Infrastructure Integration Challenges. Proceedings of
the 5th International Conference on Sustainable Automotive Technologies, September
2527, 2013, Ingolstadt, Germany.
[3] He, Y., Chowdhury, M., Duanmu, J., Lorico, A., Taiber, J., Yanni, T. 2013. Charging
Options supported by Connected Vehicle Technology An Analysis. Research paper
presented at 17th World Multi-Conference on Systemics, Cybernetics and Informatics,
July 912, 2013, Orlando, Florida.
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[4] Johnson, J., Chowdhury, M., He, Y., Taiber, J. 2013. Utilizing real-time information
transferring potentials to vehicles to improve the fast-charging process in electric
vehicles. Transportation Research Part C 26 (January): 352366.
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Chapter 4 Travelers
4.1 Introduction
The role of the traveler will change rapidly with the development of a smart transportation
ecosystem. Physical transportation and participation in a virtual collaboration space can be
blended without compromising the safety of the traveler. However, this collaboration comes with
a priceif the future traveler wants to participate in and share certain services for free, their
travel status and consumption behaviors can be shared with third parties through the collaboration
space.
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Chapter 5 Communications
5.1 Introduction
Within the next three decades, automotive vehicles will have fully electric powertrains, fully
autonomous driving capabilities, and will be remotely controllable. Some of these functions, such
as automatic route planning, automatic parking, and automatic driving, among many others, have
already been envisioned in general intelligent transportation systems (ITS) for generic vehicles.
With all or most vehicles being electric, however, their integration and interaction with the Smart
Grid must be taken into account. From the Smart Grid perspective, future electric vehicles will be
highly mobile loads, energy sources, and energy storage units integrated with the Smart Grid
through an adaptable charging infrastructure. In this sense, not only must the Smart Grid be
seamlessly integrated, but such integration is expected to impose modifications on general ITS
functions as well as add brand new ones. All of these functions will certainly broaden the horizon
of communication and networking technologies that serve as fundamental enablers for such
functions.
Traditionally, the main objectives of ITS include these topics:
Transportation safety. Enhance transportation safety, suppress accident probability, and
limit the damage severity.
Traffic smoothness. Improve transportation efficiency, traffic network throughput, and
facility use.
Environmental conservation. Reduce traffic congestion and pollution, and alleviate
environmental impact.
The envisioned integration with the Smart Grid inevitably imposes one additional objective:
Grid efficiency. Coordinate vehicles with charging and electricity-leveling infrastructure
to help maintain the power quality, efficiency, and stability.
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This chapter begins with brief descriptions of some unique ITS-Smart Grid functions envisioned
towards achieving these objectives. Then, based on their requirements, we extract the expected
features and trends of the facilitating communication infrastructure.
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travelers, such an effect becomes a Doppler spread that consists of one main cause of channel
variation. When the surrounding environment is packed with other EVs made of metallic
materials and at comparable speed, the time variation of the wireless communication channel will
be further accompanied by significant multipath propagation. All of these render the wireless
communication conditions very reminiscent to one of the most challenging environments, namely
the underwater acoustic communication environment. As regular ADC and EAT are becoming
necessities for EVs, high fidelity of the transmitted and received information must be guaranteed
for physical safety and cyber security concerns. Hence, it is expected that research and
development of these high-mobility high-fidelity communication technologies will be taken
jointly with, and benefit from, the underwater acoustic communications technologies.
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Electronic &
Automatic
Transactions
Optimum Automatic
Routing Parking &
& Charging ITS-SG Electricity
Leveling
Automatic
Driving Connected
Coordination Travelers
Wireless:
E.g.
Bluretooth,UWB
Wireless:GPRS,UMTS,
3G/4G Charging
Charging Wireless: Station
Station E.g. IEEE802.15.4(ZigBee)
IEEE802.11(WiFi)
Charging Lane
Wireless: DSRC
Other Lane
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5.4 Citations
[1] Barmada S., Raugi M., Rizzo R., Tucci M. 2012. Channel evaluation for power line
communication in plug-in electric vehicles. IET Electrical Systems in Transportation 2,
no.4: 195201.
[2] Fan, Z., Kalogridis, G., Efthymiou, C., Sooriyabandara, M., Serizawa, M., McGeehan, J.
2010. The New Frontier of Communications Research: Smart Grid and Smart
Metering. ACM e-Energy 10, April 1315, 2010, Passau, Germany: 115118.
[3] Gao, J., Xiao, Y., Liu, J., Jiang, Chen, C. L. P. 2011. A survey of
communication/networking in Smart Grids. Future Generation Computer Systems 28,
no. 2: 391404.
[4] Kabisch, S., Schmitt, A., Winter, M., Heuer, J. 2010. Interconnections and
Communications of Electric Vehicles and Smart Grids. 2010 First IEEE International
Conference on Smart Grid Communications, Oct 46, Gaithersburg, MD, USA: 161166.
[5] Li, H., Zhang, W. 2010. QoS Routing in Smart Grid. IEEE Global Telecommunications
Conference (GLOBECOM 2010), Dec 16, 2010, Miami, FL, USA.
[6] Madawala, U. K., Thrimawithana, D. J. 2011. A Bidirectional Inductive Power Interface
for Electric Vehicles in V2G Systems. IEEE Transactions on Industrial Electronics 58,
no. 10: 47894796.
[7] Metke, A. R., Ekl, R. L. 2010. Security Technology for Smart Grid Networks. IEEE
Transactions on Smart Grid 1, no. 1: 99, 107.
[8] National Institute of Standards and Technology. 2010. NIST framework and roadmap
for Smart Grid interoperability standards, Release 1.0. [Online]. Available: http:
//www.nist.gov/public_affairs/releases/upload/smartgrid_interoperability_final.pdf.
[9] Parikh, P. P., Kanabar, M. G., Sidhu, T. S. 2010. Opportunities and Challenges of
Wireless Communication Technologies for Smart Grid Applications. IEEE Power and
Energy Society General Meeting, July 17, 2010, Minneapolis, MN, USA.
[10] Qu, F., Wang, F.-Y., Yang, L. 2010. Intelligent transportation spaces: vehicles, traffic,
communications, and beyond. IEEE Communications Magazine 48, no. 11: 136142.
[11] Su, H., Qiu, M., Wang, H. 2012. Secure Wireless Communication System for Smart
Grid with Rechargeable Electric Vehicles. IEEE Communications Magazine 50, no. 8:
6268.
[12] Wang, F.-Y., Zeng, D., Yang, L. 2006. Smart cars on smart roads: An IEEE intelligent
transportation systems society update. IEEE Pervasive Computing 5, no. 4: 6869.
[13] Yang, L., Wang, F.-Y. 2007. Driving into intelligent spaces with pervasive
communications. IEEE Intelligent Systems 22, no. 1: 1215.
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Today is New Years Day, 1 January 2050, and Steve Green is expecting guests in
a couple of hours for the first dinner of the new year. However, because he forgot
to buy dessert for his guests, Steve must unexpectedly drive his EV to the food
store that is 20 km away. Steve exits his house and walks to his car, which is
connected to his home energy management system (HEMS) by a charging cable.
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Steve needs to go to the food store. But does his EV have enough electrical
charge to get him there? In the old days, Steve would have to check the charge
level of the EV battery himself. But its 2050 and times have changed. After typing
the location of the food store into his cloud-based scheduling software, Steves
HEMS retrieves the trip information from the cloud and charges the EV battery
enough so that Steve will have no problem making the journey. Steve smiles
because his HEMS is smartand so was he for buying it!
Steve gets in the EV and begins his journey. The EVs navigation system
automatically guides Steve according to a calculated route that minimizes power
consumption. And, because Steve is driving the vehicle in the highways EV-only
lane, the EV is able to run in automatic-operation mode. In this mode, the vehicle
can communicate with other EVs in the lane, helping to maximize safety and
minimize energy consumption by automatic cruising and cooperative rules (such
as minimum distance apart and speed).
Although wireless vehicle battery charging is available in the EV-only lane, Steve
declines to use it because wireless charging is more expensive on holidays, and
his battery has sufficient charge to get him to the store. As Steve nears the food
store, the EVs navigation system shows the locations of available parking lots. It
also displays the following message:
Parking Lot D has a discount charge option for enough
electricity to get you to your prior destination. This
lot also requests the approval to use your EV for
electricity leveling in this area.
Steve reserves a parking spot in Lot D through the navigation system, and parks
his vehicle at the front of the food store. The vehicle is moved automatically to Lot
D, a high-density parking lot where EVs are tightly arranged to maximize parking
spaces and reduce land costs. The land surrounding the food store has
photovoltaic and wind turbine power generators that provide free power to the
store.
Steve does his food shopping and then pushes his cart to the stores payment
processing area. The payment system identifies Steves smart phone using near-
field wireless communication, and processes his payment using electronic money
transfer. Steve notices that he has saved some money by allowing his EV to
contribute to the food stores load leveling program. Upon final payment, the EV
moves automatically to the food stores front door, where Steve packs his bags,
enters the vehicle, and begins his journey back home.
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Figure 6.1 Example structure of future EV driving and living under the support of an
intelligent transportation system
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onboard GPS and vehicle-to-infrastructure (V2I) communication with the existing building
control network (e.g., BACnet), while incorporating necessary cyber security, building energy
management will move towards a new paradigm.
On the other hand, parking lot charging should not be viewed as merely a burden of building
operations. With the inevitable trend of NEZBs, the development of local renewable/conventional
power generation facilities would dramatically increase. Significant onboard battery storage and
the controllable charging process will be positive developments for power quality control and
arbitrage, among others, as they represent fluctuating renewable power sources. The vehicle-
borne intelligent transportation system (ITS) and communication systems, building control
systems, building information management systems, and corporate enterprise resource planning
(ERP) systems could eventually merge into the overall Smart Grid to provide better vehicle
charging and building operations in the future.
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stabilization, and the control of this battery should consider the local electricity balance and be
controlled by a Smart Grid system. The prediction of electricity demand should be conducted by
using the information of when and how long an EV is parked and charged; this information is
given by the ITS.
Moreover, another infrastructure management system will be required to achieve precise demand
prediction. Air conditioning systems in EVs must operate more intensively in the winter than in
the summer. An EV does not have a heat engine, and the difference in temperature between the
interior and exterior of the EV in the winter is greater than in the summer. Accordingly, the
cruising distance of an EV is shorter in the winter. For example, according to the real usage
history of EVs in experimental EV towns on the Goto Islands, Nagasaki, Japan [3], an EV that
can travel 90 km on average in the summer reduces its average cruising distance to 60 km in the
winter, mainly due to use of the cars heating system. Therefore, it is necessary to calculate
estimated cruising distances correctly by measuring or predicting outside air temperatures and
estimating comfortable indoor vehicle temperatures for the driver.
Additionally, by integrating this information with information from the local electric power grid,
an optimal EV charge can be chosen and usednot only in consideration of charging costs, but
also in consideration of electricity supply and demand. For example, the integrated system might
recommend that the driver reduce the power consumption of the EVs air conditioning system. In
order to build a system that provides such services, it is necessary to manage the integrated
information in ITS, Smart Grid, and other infrastructures. The core of the services will benefit all
users, and appropriate system operations will meet the requests of EV drivers.
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Figure 6.2 Example structure of future systems, operations, ash services hierarchical
communication infrastructure integrating Smart Grid and ITS
As described in previous sections, a future integrated model of systems, operations, and services
would be constructed with a hierarchical structure similar to todays Internet (see Figure 6.2).
Objects including people, associated data including ID, and resources including energy are
migrated from a leaf of the structure, and community energy management system (CEMS)
endpoints to another leaf. The system manages these migrations. In data handling in the
migrations, there are two different management methods, which are frequently discussed as data
updating and data invalidation. An optimal data consistency model will be designed with CAP
theorem according to each requirement of an application because the CAP theorem proves the
existence of a trade-off between consistency, availability, and partition tolerance [2].
From the viewpoint of effective division of tasks, the cloud should achieve non-time-pressured
complex processing with a highly functional database management system (DBMS), a Core or
edge router or gateway should achieve time-pressured processing with on-memory DBMS, and
CEMS line terminals such as optical line terminal (OLT) of PON should achieve hard real-time
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processing with high-throughput simple database such as key-value store, or event driven
processing such as a stream database.
As shown in Figure 6.3, a hierarchical tree structured system is required to support data
capsuling, hard real-time operation, and data processing optimization. The figure shows an
example of a hierarchical structure of an information infrastructure by using PON and local
wireless networks.
A significant point here is that the move of one object or piece of data always has a linkage with
another move. If people move, an EV might move, which will also lead to a change in electric
power demand. This relationship means that optimal movement of people is important to obtain
efficient electric power management, or an optimal arrangement of locations is required to park
EVs in an EV sharing environment. If an EV moves, it means that the battery (an electric power
resource) moves. All of these moves involve indispensable information for electric power
resource management and demand and supply prediction. The system should handle the
information uniformly, and this management should be accomplished using a technology
standard. A system based on this kind of infrastructure and a standard can attain low cost.
Moreover, flexible and open services with many applications can be used. Recommended moves,
EV sharing, acting as a data broker for other services, automatic navigation of EVs considering
optimization of resource allocation, automatic grid control including EV charge prediction, and
demand prediction for electricity pricing are all examples of these services.
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6.5 Roadmap
2020s: Fundamental systems and some parts of the concepts are established and tested.
Some special business zones are established to confirm the privacy control.
2030s: Experimental systems are proposed and demonstrated. Proposed systems are
established and managed in a real community area such as a town or city.
2040s: Proposed systems are widely available, and they play an important role in a Smart
City or Smart Community.
6.6 Recommendations
The proposed systems envisioned here should be related to the knowledge of social capital, an
index of community interaction and support [1]. Currently, the relationship between social capital
and health, social capital and medical services, and social capital and energy-saving activity are
studied. In many cases, there are strong relationships, and social capital should be grown for
attaining a rich and good life. Multidisciplinary discussion is required to clarify the future
community with EVs and the Smart Grid.
6.7 Citations
[1] Dinh Phung, Guputa, S. K., Thin Nguyen, Venkatesh. S. 2013. Connectivity, Online
Social Capital, and Mood: A Bayesian Nonparametric Analysis. IEEE Transactions on
Multimedia 15, no. 6: 13161325.
[2] Gilbert, S., Lynch, N. A. 2012. Perspectives on the CAP Theorem. Computer 45, no. 2:
3036.
[3] Organisation for Economic Cooperation and Development/International Energy Agency.
2012. EV City Casebook. [Online]. Available:
http://www.iea.org/evi/evcitycasebook.pdf.
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Chapter 7 Conclusions
The authors of this document explored a variety of concepts and viewpoints to derive a Smart
Grid vision for vehicle technology into the year 2030.
In Chapter 1, Social, Economic, and Political Implications, the authors developed a scenario of
a sustainable electrified transportation pathway that incorporates renewable energy generation.
Bulk energy storage technology and secondary use of batteries will play roles in the intelligent
grid infrastructure. An important aspect is the distributed energy storage by charging stations,
which, when controlled in context, can be compared to the capacity of utility-scale energy
storage.
Conventional electric vehicles (EV) can only be charged while stationary, either as plug-in
hybrids EV/EV or by battery swapping. In contrast, roadway-powered EVs can be charged by
wireless power transfer in both stationary and dynamic situations. The benefits of this technology
are simpler and lighter vehicle designs, all-electric propulsion, and downsized batteries.
From societal and economic perspectives, the broader the adoption of the concepts of the
electrified transportation pathway, the more affordable it will be for the consumer, which supports
the societal acceptance. Critical elements are the availability of a suitable charging station
infrastructure, and standardized interfaces between vehicle and infrastructure. The density of the
charging points and the price to charge will determine the household willingness to pay, which
can vary substantially between different societies and cities around the globe.
The creation of a smart next-generation infrastructure into a business platform with an open
architecture for third-party applications will offset a multitude of innovations and service
improvements. The services that are made available to the consumer will fuel the investment in
the further improvement of the infrastructure, similar to what we already witnessed with the
Internet.
In Chapter 2, Intelligent Vehicles and Grid Interaction, the authors discussed the principles of
intelligent vehicle charging. A key component is providing incentives to consumers to accept
controlled charging models; this acceptance will happen when 1) the process is highly automated,
and 2) the battery pack is assured a certain target energy state no later than a specified time. A
next step is the interactive energy storage to enable more advanced vehicle-to-grid systems,
where a unidirectional and a bidirectional battery charger needs to be distinguished. At present,
the unidirectional alternative should be preferred, both from a safety perspective and battery
lifecycle perspective. In the long run, after a suitable comprehensive communications
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infrastructure is in place, the bidirectional model will provide more flexibility. This development
is especially important to enable flexible vehicle-specific billing models that are location- and
utility-agnostic. Vehicle-to-grid systems will support the application of renewable energy sources.
Mobile inductive charging technology might be required to overcome the basic range-limitation
of plug-in EVs.
In Chapter 3, Infrastructure, the author described how the world is split into a mature
transportation market with fully developed and aging infrastructure, and an emerging market in
which new infrastructure systems are being developed. The challenge is to modernize existing
infrastructure while building new infrastructure, with a unified concept of standardized vehicle-
to-infrastructure interaction that fully synchronizes energy flow, transportation flow, and
communication flow.
The progress of the transportation electrification in combination with energy production from
renewable sources depends significantly on the further technological development of battery
technology and its economics, which ultimately has a major influence on technology options of
the charging infrastructure and the required density in target areas. Renewable energy sources can
play a significant role in low-density and remote locations, as well as in locations where solar
energy, wind energy, or both are plentiful.
The role of information and communication infrastructure in future transportation ecosystems is
significantly more important than today. Reaching all connected devices in a vehicle, and
managing the data transfer relationships between vehicle systems as mobile nodes and the data
transfer relationships to infrastructure systems as stationary nodes, requires a high-bandwidth,
high-performance network infrastructure and highly versatile cloud service platforms.
From a business model perspective, one of the biggest concerns is how to fund the capital-
intensive enhancements and developments of an intelligent transportation infrastructure. One of
the most promising concepts is collecting road usage fees based on vehicle miles travelled,
instead of collecting gas tax.
One of the biggest risks in deploying a charging infrastructure is locating the charging points
inefficiently and missing the demand patterns. Active controlled systems such as automated
parking and automated driving or assisted driving can help to optimize the use of charging
infrastructures.
The way drivers and passengers will use information services in a vehicle will change drastically,
especially in conjunction with better connectivity and the development of a large variety of
applications that support both the act of driving as well as spending time in a vehicle.
In Chapter 4, Travelers, the author described how the role of travelers will rapidly change as
they become more connected in a smart transportation ecosystem. The traveler can be considered
a mobile node that can optimize its movement in a multidimensional grid that considers optimal
energy used, optimal travel time used, minimum environmental impact achieved, and optimal
data connectivity reached. However, the freedom of choices gained by the connectivity can also
lead to privacy issues, in particular when the traveler decides to accept free-of-charge content and
free-of-charge services.
In Chapter 5, Communications, the authors explained how communication and networking
technologies act as enablers for the Smart Grid and the intelligent transportation system (ITS).
With a higher penetration rate of electrical vehicles, electronic and automated transactions will be
required as frequent charging and discharging activities become necessary. These activities will
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be combined with optimum routing and charging, where parameters from both the ITS and the
Smart Grid need to be jointly evaluated. In the future, automated parking capabilities will be
equipped with electricity-leveling capabilities to benefit EV owners.
By 2050, automatic driving coordination can be expected to become a reality, with the majority of
vehicles V2V (vehicle-to-vehicle)-enabled and V2I (vehicle-to-infrastructure)-enabled. One
vision includes automated high-speed vehicle systems with dynamic wireless charging
capabilities that operate on highways within dedicated lanes.
The author expects that heterogeneous communication technologies are required to meet the
needs of the Smart Grid/ITS by 2050, when significant improvements of performance and energy
efficiency can be expected.
The envisioned communication infrastructure will consist of a multitude of networked devices
operating on various wired and wireless communication standards. As the convergence of ITS
and Smart Grid information will lead to a huge amount of data to be managed, a hierarchically
distributed cloud-oriented service architecture is recommended. Due to extensive data sharing
among the different users of the converged Smart Grid/ITS infrastructure, specific attention has to
be paid to privacy and safety concerns.
In Chapter 6, Systems, Operations, and Scenarios, we learned about the authors vision of the
future deployment of EVs in context with the infrastructure required. One important aspect is the
need to charge EVs at commercial buildings. This need requires connecting EVs onboard GPS
systems and V2I interfaces to existing building control networks.
Furthermore, it is essential to cooperatively manage ITS and Smart Grid information, in order to
bring power supply and demand in balance and to route the EV to an optimally located battery
charging system. It is recommended to enable real-time processing of the converged system by a
hierarchically distributed cloud service.
Reflecting upon all of the chapters in this document, we can see that the domains of ITS and
Smart Grid will ultimately converge, providing new opportunities to build an electrified
transportation ecosystem. A key aspect that will determine whether the projected scenarios
become true is whether significant progress will be made in battery and charging technologies
and their related economics. Information and communication technologies will further develop,
and are key enablers to operate the converged infrastructures as well as smart vehicles. In order to
finance the transportation infrastructure improvements, new business models need to be
established, such as the vehicle-miles-travelled model.
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