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Commercial Electric Vehicles Charging Infrastructure

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Overview: The availability of charging infrastructure is the most critical factor in the market penetration of commercial electric vehicles. In this article, a concise evaluation of a variety of topics related to the development of such infrastructure is provided.

Charging Infrastructure

The SAE J1772 standard categorizes the electric vehicle (EV) charging infrastructure into three levels based on the charging power rate, voltage, current, and installation location, as shown in Table 1. Levels 1 and 2 are known as slow chargers, while level 3 is a fast charger. These levels indicate how long EVs take to charge.

Charging Levels of EV According to the SAE J1772 Standard.png

Table 1. Charging Levels of EV According to the SAE J1772 Standard. Source: IEEE Access

i The standard of North America.

ii Typical values of DC charging station.

iii Developed DC charging station.

 

By the end of 2018, there were roughly 5.2 million light-duty vehicles (electric truck) charging stations installed worldwide. While public charging stations reached 1,44,000 fast chargers and 3,95,000 slow chargers, the majority of these stations were installed as slow-charging private stations. Numerous plans to accelerate the deployment of charging infrastructure were also announced. The majority of these announcements concerned chargers from the private sector with various capacities. Other announcements deal with publicly accessible chargers and make fewer promises for infrastructure for charging on highways.

 

The power needs of these vehicles determine whether the current charging infrastructure is appropriate for commercial EVs (CEVs). Light- and medium-duty (electric trucks) ETs can be charged overnight using level 2 chargers, while small- and medium-duty ETs can be charged quickly using level 3 chargers. Additionally, some heavy-duty ETs can be overnight charged using level 3 chargers. 

 

However, the majority of medium- and heavy-duty EVs with long driving distances need specialized fast-charging infrastructure with higher power capacities than the current fast level 3 chargers. As a result, several businesses, including Tritium, Phoenix Contact, BMW Group, and Charge Point, have revealed new plans to install high-power capacity charging infrastructure with a 400 kW or higher rating. Additionally, Tesla Inc. has revealed plans to expand its network of 1 MW mega chargers, each of which can travel 640 km in just 30 minutes.

 

In accordance with the operational schedules of commercial EVs, charging infrastructure can be installed at locations where vehicles are parked (depots, yards, aggregators, etc.) to enable overnight charging or between shifts, as well as in open areas to enable charging along a commercial vehicle's daily route. Two proposed methods for charging commercial EVs are suitable: return-to-base model charging infrastructure and public charging infrastructure.

 

Return-To-Base Model Charging Infrastructure

 

The majority of commercial enterprises use a "return-to-base" strategy, where high-power charging infrastructure is installed at their commercial facilities (depots, yards, industrial micro-grids, etc.) to enable the full charging of electric trucks (ET) outside of working hours, such as overnight or between shifts, as shown in Fig. 1. This is due to the spatial and temporal distribution of commercial truck fleet activities and a lack of suitable public charging stations. 

 

Installing a dedicated charging station for each ET that needs to be charged at the commercial facility is the easiest strategy to implement during the early stages of ET adoption. However, it is possible for several ETs to share a single charging station in order to lower the upfront cost of the infrastructure necessary for charging, provided that this decrease in the number of charging stations does not interfere with the ETs' operational schedules.

Fig. 1. Operation model of the return-to-base strategy. Source: IEEE Access

 

Charging at Public Charging Infrastructure

 

Commercial vehicles should ideally be charged where they park, but for a variety of reasons, as shown in Fig. 2, it may still be necessary to charge them while they are on the road during their daily driving cycles. Particularly for small commercial enterprises, charging commercial vehicles while they are on the road can help to reduce the capital cost investment of charging infrastructure required at a parking area. The development of contact-free charging infrastructure, mainly inductive power transfer (IPT) charging systems, has been the subject of extensive research. 

 

Installation of battery swapping charging infrastructure, which allows EVs to swap out their nearly empty battery bank for a fully charged battery bank, is another way to put electric vehicles on the road. Contrarily, conductive charging stations can be gradually sized and scaled up to meet the power needs of CEVs. Therefore, compared to other options, charging stations do not require as much infrastructure investment.

Fig. 2. Operation model of public charging infrastructure. Source: IEEE Access

 

Charging Infrastructure for Long-Haul Commercial EVs

 

Large battery banks need to be charged at warehouses because long-distance commercial vehicles have large daily ranges. The payload ratings of long-haul vehicles, however, would be impacted by the weight of the large battery banks. For a few long-haul CEVs that are currently on the market, Table 2 displays the battery weight ratio of the total GVW. As can be seen, increasing battery capacity will result in a higher battery weight to gross vehicle weight ratio, which will lower the maximum payload capability. 

 

According to an analysis, the maximum payload of long-distance CEVs is lower than that of commercial diesel vehicles, as shown in Fig. 3. This graph displays the weight distribution of the major parts for CEVs and diesel vehicles with various battery capacities. As can be seen, compared to diesel vehicles, the CEV's maximum payload is limited to a maximum of 23%.

Table 2. The battery weight ratio of the total GVW of some long-haul CEVs. Source: IEEE Access

i The battery weight is calculated based on the energy density 0.125 kWh/kg


Fig. 3. Weight breakdown of main components for diesel vehicles and CEVs with different battery capacities. Source: IEEE Access

 

In order to electrify long-distance commercial vehicles, the best possible combination of battery bank size and high-power public charging stations along a route is required. Due to the strict operational schedules of these vehicles, charging long-haul vehicles on the road presents numerous difficulties. The number of hours that long-haul vehicles may be operated each day before being required to take a break is subject to many regulations. 

 

For instance, the Federal Motor Carrier Safety Administration, a division of the US Department of Transportation, sets a daily cap on the number of hours of service at 10.5 hours before requiring eight hours of rest. Similarly to this, driving is only permitted for a maximum of 4.5 hours per day and must be followed by a minimum of a 45-minute break.

 

Therefore, as shown in Fig. 4, charging activities for long-distance vehicles must take place when the vehicle is at rest. To keep up with their operational schedules, long-distance vehicles will have to stop at places with lots of high-power charging stations. However, running multiple chargers simultaneously imposes significant challenges on the power grid, requiring expensive network reinforcement. Additionally, the stability of a grid system is impacted by these numerous charging stations, particularly during peak hours. These limitations have an effect on the number of vehicles that can be charged at a particular location and, consequently, the rate at which charging infrastructure is utilized.

 

Fig. 4. Operation model of haulage trucks. Source: IEEE Access

 

The right size and localization of charging infrastructure along highway routes will be necessary to overcome the aforementioned difficulties with charging long-haul vehicles. Electric utilities, fleet owners, and truck stops should work together to identify the best locations for the charging infrastructure while taking into account the reliability of the power systems and the schedules of long-haul vehicles.

Summarizing with Key Points:

 

Some of the takeaways from the article are as follows:

 

  • SAE J1772 standard divides EV charging infrastructure into three levels based on power rate, voltage, current, and installation location. Levels 1 and 2 are slow chargers, while Level 3 is a fast charger.
  • Tritium, Phoenix Contact, BMW Group, and Charge Point have announced plans to install 400 kW or higher charging infrastructure. Tesla Inc. plans to expand its 1 MW mega charger network, which can travel 640 km in 30 minutes.
  • There are two suggested ways to charge commercial EVs: infrastructure for Return-to-base model charging and infrastructure for public charging.
  • Return-to-base strategy is installing high-power charging infrastructure at their commercial facilities (depots, yards, industrial micro-grids, etc.) to fully charge ETs and reduce infrastructure costs. Several ETs can share a charging station.
  • In public charging infrastructure, road charging commercial vehicles reduces parking area charging infrastructure capital costs. IPT charging systems, battery swapping infrastructure, and conductive charging stations have been studied.
  • To charge long-haul vehicles, highway charging infrastructure must be properly sized and located. Electric utilities, fleet owners, and truck stops should consider power system reliability and long-haul vehicle schedules when choosing charging locations.

 

This blog post is part of a full research article from IEEE Access.

Rakesh Kumar, Ph.D.

Rakesh Kumar holds a Ph.D. in electrical engineering, specializing in power electronics. He is a Senior Member of the IEEE Power Electronics Society, Class of 2021. He writes high-quality, long-form technical articles for global B2B semiconductor brands. Feel free to reach out to him at rakesh.a@ieee.org! Checkout his complete portfolio @muckrack.com/rakesh-kumar-phd | @linkedin.com/in/rakesh-kumar-phd

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