Assess the complexity of electric mobility Ladepark projects correctly
The German federal government’s repeatedly postulated goal as part of its “Electric Mobility” programme of government in May 2011 is to put one million electric vehicles on the road by 2020 and six million by 2030.
The expert team of our “Digitisation (Industry 4.0)” business practice, which was formed in 2015, sees large gaps in the necessary power filling station network with high-performance connections. A simple high-billing 1) shows that the 7,000 publicly accessible connections for fast loads planned for 2020 are offset by a demand of at least 16,500 such.
In our view, the economy will make an important contribution to closing this supply gap of around 9,000 charging points. In many individual initiatives, one is already testing in a wide variety of areas what benefits the charging points can have.
In terms of “Industry 4.0,” power filling stations with powerful connections, in the industry they are talking about fast charging points, a theme par excellence. Because such a fast charging station with often two 11kW or 22kW charging points is not just the easy connection to a 400 volt rotary current connection. If such a system is to be fit for the future in the medium term, and if one does not want to start with a bad investment, it is necessary to find the right concept for the planned applications from the very beginning, according to our expert experience from working with this topic.
This already begins to take into account that without authorisation no “electricity sale” may take place under the Energy Economic Act (EnWG). For this reason, without a corresponding license, charging station owners can only charge for the use of the charging facilities provided here. Even with the billing of such use on a kWh basis, one is already in danger of violating the applicable law.
It is then important to ensure that charging systems accessible to third parties comply with all current safety regulations and are required in the future. Because the responsibility here lies primarily with the operator of the system, regardless of what is guaranteed by the hardware manufacturers.
In addition, there are a variety of other important criteria worth considering. For example, the measurability and documentation of the energy volume emitted or the option for digital interfaces to online connections, e.g. for cloud-based control, billing or payment systems. Even if the charging service has not yet been marketed, even with a free levy to employees, registrations and evaluations are unavoidable due to the monetary benefits provisions.
In addition, it is necessary to ensure in advance that sufficient electricity is available from energy suppliers to operate planned charging systems in the future. Even with Begin with only one fast charging point, it is advisable to retrofit the option of redesigning charging stations with an intelligent charging system. This ensures that there is no congestion on the internal power distribution network and that inefficient energy levies with expensive power peaks are avoided.
The above aspects make it clear that different areas have to be taken into account for a power station operation, which are usually only provided by companies operating independently of each other. In its own responsibility, it is then important for the future operator to reconcile hardware and electricity supplier as well as a back-end provider for the efficient individual billing of charging operations. In addition, a maintenance/repair service must be integrated in such a way as to ensure the smooth operation of the system.
But “all-in-one” package offers for power station operators also have to be carefully analysed in this regard. After all, such performance pacts do not meet all current, as well as future foreseeable requirements at even in the medium term acceptable costs, one runs the risk of experiencing unpleasant cost surprises in later operation.
It is therefore worth thinking about the temporary use of specialists with existing expertise in an initial project. That pays off, too. Based on the experience brought in by our interim managers, project start-up times can be minimized and possible project risks can be reduced from the outset, because the relevant requirements are known and can be used in the implementation accordingly. Calculation.
1) Thomas Sauer, coordinator of our team of experts, makes the following considerations for a model calculation:
Looking at the proliferation of fast charging systems in Germany, Spiegelonline reports in July 2016 of just 153 publicly realized charging points with AC 11kW or AC 22kW or rather rarer DC high-performance systems with 50 kW power. Compared to the more widely used 3.7kW charging points with loading times of more than eight hours, such fast systems allow complete charges in one and a half to a maximum of four hours.
According to the government’s “Electric Mobility” program of 05.2011, 7,000 fast charging points are planned for 2020. Assuming that each fast charging station has 2 charging points available, one speaks of the highest 3,500 locations spread across Germany.
By contrast, at the beginning of 2016, for example, 14,532 mineral oil filling stations faced locations with 6 fuel gas stations (equivalent to approximately 87,200 “mineral oil charging points”). Compared to a conventional petroleum tank process of about 7 minutes, depending on the vehicle battery capacity and the performance of an AC fast charging system, you need 1.5-4h (= 165 minutes charging time/vehicle), more than 23 times the conventional Tank time. If such assumptions are transferred in the same proportion to a demand planning for 1 million electric vehicles (then a factor of 0.033 charging point/electric vehicle), there is a theoretical demand of more than 33,000 publicly available fast charging points or approximately approx. 16,500 charging stations in the sense of a power station.
The assumption that owners of residential property will install private charging points can be reduced by another need of around 50. Because in Germany, 52.4 of the population lives in residential property (source: eurostat Nov. 2015) and could largely meet the electricity requirements of their vehicles themselves with charging points installed on their own initiative. In the medium term and exceeded the demand for more than 16,500 publicly accessible charging points or 8,750 power filling stations-at different locations-would still be residing in the medium term and above.