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Breaking News electric car charging while you are driving | Breaking News

Electric Car Charging While You Are Driving

by: Hans van der Broek
electric car charging while you are driving | Breaking News

Wireless Electric Vehicle Charging (WEVC) technology. As far back as 2012, automakers have said they plan to include the technology on future EVs. Simultaneously, those plans have been delayed for a few different reasons – interoperability standards, uncertainty in the EV market, etc. – it now appears that WEVC will be available as a factory-installed option before we know it.
car-on-the-road-with-people-watching

Dynamic Electric Vehicle Charging (DEVC)

The new next-best-thing that EV innovators are working on is Dynamic Electric Vehicle Charging (DEVC), which allows an EV to charge wirelessly as it’s driving down the road. One of the most active stationary and dynamic charging players is the wireless technology juggernaut Qualcomm, which recently developed and tested one of the world’s first DEVC test tracks.
The system can charge an EV dynamically up to 20 kW at highway speeds (100 km/h). Qualcomm also demonstrated simultaneous charging, in which two vehicles on the same track can charge dynamically at the same time. The vehicles were able to charge in both directions along the track and even in reverse.

The demonstrations took place at the 100-meter test track at Satory Versailles, recently built by the French research institute VEDECOM as part of the FABRIC project. The Qualcomm Halo DEVC system was integrated into the test track, and the receiving components were installed in two Renault Kangoo EVs. 
The development of the DEVC technology was supported by the European Commission's FABRIC program (FeAsiBility analysis and development of on-Road charging solutions for future electric vehiCles). To learn more about the future of DEVC, Charged chatted with Graeme Davison, VP of Business Development and Marketing at Qualcomm Europe, Inc. The DEVC system you recently built and tested was a feasibility study, which indicates that we’re still in the very early days of the technology.
people-standing-around-a-blue-production-line

Wireless Charging

We pushed the engineers to answer two questions: one, what velocity of vehicles could we get to; and two, what do we need to understand, in the future, about how DEVC could be implemented? We did many work tests in different situations, like vehicles not traveling in a perfect line down the track center. Other scenarios we tested were the vehicle coming off charging as it changed lanes and then coming back on to charging; the vehicle stopping whilst on the charging track and then moving on, and even what happens if you put two vehicles on the track same time.
When we showed this at Versailles, we actually demonstrated all those environments that we could bring up. Vehicles swerving in and out, vehicles stopping, vehicles charging while stationary, and then two vehicles simultaneously. So we have the ability to answer those questions regarding the what-ifs of charging – what does the driver do, how does the system react, and things like that. And it was a fantastic foundational point for DEVC.
When the European Commission set up the FABRIC program, the overall goal was to look at EV charging technologies. And that included everything from plug-in all the way through to static wireless charging and dynamic charging, and other technologies anybody could bring to the table. Around the same time as the FABRIC program kicked off, we’d just started a New Zealand research program to look at dynamic charging. And then FABRIC came along, and they allowed us to build this 150-meter-long track and also to be able to push it into a much more real-world environment.

man-with-black-shirt-seen-from-behind

Public Static Charging

The next step will be to explore the economic feasibility. We started WEVC. I remember going and speaking to the OEMs. But we also spoke to the infrastructure people, the power companies, city planners, car park owners, and other ecosystem stakeholders. We talked to them about the models used and how people would look at both private and public static charging. And one of the questions they asked was how many EVs do we have to plan to charge? And, of course, we were in the same early days with the OEMs.
So we backed off from speaking to the infrastructure players, focused on the OEMs, and now we’re at the point of final testing and vehicle development for static wireless charging. Now we’re going back to the infrastructure players for static and saying to them that these EVs are coming on the road. Car manufacturers will launch a huge number of EVs and plug-in hybrids over the next few years. When you take those figures to the guys looking at rolling out infrastructure for static charging, they’re now starting to look seriously at how they do that.
Now we’re in a similar situation with dynamic charging. We’ve proved it can be done with the technology; we’re showing the OEMs how the static charging they’re putting in evolves to this and how it’s a fairly easy step for them. But now we’ve got a new set of people to talk to, and that’s the city planners, the traffic planners, the people that work out traffic flow patterns and how vehicles move through streets. But we’ve also engaged with a couple of universities worldwide to help us understand the economics and complexities and what we need to do with the road infrastructures.

By 2020, Every New London Taxi Must Have 65 Km Of Emission-Free Travel

Low-hanging fruit for dynamic technology in commercial settings. The first application will be semi-dynamic charging, in which vehicles are in a loop, and they may be starting and stopping at a regular cycle, and they’re going down a particular path. One of the most interesting ones that come to mind is that of the taxi rank. Most cities around the world have ambitious programs to move their taxi environments much more to electrification programs. The City of London, for instance, is an easy one for us to talk to – by 2020, every new London taxi sold must have a minimum capability of 65 km of emission-free travel. And if they don’t, they don’t get their taxi license. So that forces the manufacturers that provide those vehicles to really look at all options. 

We’re already engaged with various folks to talk about putting semi-dynamic charging environments into the taxi ranks, where the taxis stop and go. They sit for maybe two to three minutes while someone gets in the taxi at the front of the queue, and then all the taxis move forward a little bit and then park again for a period of time. We think that’s low-hanging fruit and brings a great benefit to the city, of looking towards that taxi rank environment. But there are other ones out there, and more and more of them are coming to us as we explore this area.

man-on-his-knees-constructing-a-electrictric-car-charge-line

Recommended: Urban Car With Zero Emission, The AIRPod 2.0

Dynamic Track Stuff Versus The Static

Static charging could evolve into the dynamic. One of the key challenges we set for ourselves in the early days was that the on-vehicle components for DEVC would be the same as the on-vehicle components for our current static WEVC systems. We had to show people that if they moved now and put static charging on a vehicle, they had the future of dynamic coming. The technology itself, the actual pad design, and the on-vehicle electronics are the same for the current static and the future dynamic.
The on-road hardware also started very similarly to the stationary pads, but there was a lot more control and a lot more intelligence required. You had to know when the vehicle was over the pads; you had to power up the pads in front of the vehicle in an expeditious manner. You had to de-power pads behind the vehicle to have pads excited when there was no vehicle over them. So there was a lot of system architecture stuff to do for the pads themselves, how the in-vehicle and on-road stuff communicate to power on and power off, and how the vehicle itself passes that information on. In the end, there was a lot of difference in the design of the dynamic track stuff versus the static.

There are efficiency trade-offs between static and dynamic. There is a little bit at the moment. And that’s because we’re at a very early generation of dynamic versus where we are in static. Static efficiency is north of 90 percent end-to-end, from energy put into the system to energy into the battery. For dynamic efficiency, we’re currently at about 80 to 85 percent. And there are some system trade-off compensations for that. For instance, by accepting a slightly lower efficiency, we could get much more tolerance for the inability to go in a straight line.

Envision an autonomous alignment system. We expect this to be driver-operated. And in fact, the system was designed to allow the vehicle to wander back and forth across the line. There was no requirement for pinpoint driving accuracy. Most of the drivers were engineers, and we gave them the challenge of getting the maximum efficiency possible over as wide an area as possible so that we still charged when the vehicle moved a small amount. If the vehicle moves a large amount, for instance, in a lane change, we actually drop all the charging as the vehicle moves out of the charging lane. When the vehicle comes back into the lane, it immediately picks up charging again. So the system can compensate for driver inaccuracies.

green-electric-car-charge-line-and-car

Recommended: Electric Autonomous Robo-Car For Urban Mobility

Public Static Charging

We expect to see OEM announcements for static wireless systems offered with new EVs? Within the next year to eighteen months, you’ll start seeing OEMs rolling out WEVC technology on vehicles. OEMs' general way out of customer acceptance for very new things is to put them on the options list in the early days. Everyone that we’re talking to is seeing that at the moment. When you’re choosing the alloy rims you want, which color you want, etc., one of the options on the tick list will be wireless charging. So you get your charging point put in the home, same as you do with plug-ins now, but instead of it being a twenty-foot cable on there, there’s a cable to a ground pad mounted onto the floor.
As I mentioned, we’re now pushing hard with the infrastructure and EVSE manufacturers that do commercial installations to start looking at hundreds of bays at supermarkets, cinemas, and shopping malls, places where people spend a couple of hours doing something and would happily pick up a couple of hours of extra charge. I drive an EV, and one of the things I’d love is to get half of my trunk back and not have to carry so many cables around with me. We’re looking forward to the minute WEVC can be out there and purchased by people so that they can experience the ease of use that we’ve been able to experience on the prototype vehicle that we run around Qualcomm. 

Before you go!

Recommended: Electric Car Charged While Driving: e-RoadArlanda

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Breaking News, as the world changes…

In our world, WhatsOrb refuses to turn away from the changes in our society and environment which succeeds each other at a rapid pace.

For WhatsOrb, publishing on the environment is a priority. We give reporting on climate, nature, waste, lifestyle and sustainable solutions the prominence it deserves.

At this turbulent time for ‘all’ species and our planet, we are determined to inform readers about threats, consequences and solutions based on facts, not on political prejudice or business interests.

WhatsOrb Breaking News will be published as soon as urgent events from around the world and startling sustainable innovations reach us.

If there is anything we should know and publish about, please send a note to: [email protected] or write your own story on: www.whatsorb.comthe only news site which gives you a ‘sustainable voice!’

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More like this:

Electric Car Charging While You Are Driving

Wireless Electric Vehicle Charging (WEVC) technology. As far back as 2012, automakers have said they plan to include the technology on future EVs. Simultaneously, those plans have been delayed for a few different reasons – interoperability standards, uncertainty in the EV market, etc. – it now appears that WEVC will be available as a factory-installed option before we know it. Dynamic Electric Vehicle Charging (DEVC) The new next-best-thing that EV innovators are working on is Dynamic Electric Vehicle Charging (DEVC), which allows an EV to charge wirelessly as it’s driving down the road. One of the most active stationary and dynamic charging players is the wireless technology juggernaut Qualcomm, which recently developed and tested one of the world’s first DEVC test tracks. The system can charge an EV dynamically up to 20 kW at highway speeds (100 km/h). Qualcomm also demonstrated simultaneous charging, in which two vehicles on the same track can charge dynamically at the same time. The vehicles were able to charge in both directions along the track and even in reverse. The demonstrations took place at the 100-meter test track at Satory Versailles, recently built by the French research institute VEDECOM as part of the FABRIC project. The Qualcomm Halo DEVC system was integrated into the test track, and the receiving components were installed in two Renault Kangoo EVs.  The development of the DEVC technology was supported by the European Commission's FABRIC program (FeAsiBility analysis and development of on-Road charging solutions for future electric vehiCles). To learn more about the future of DEVC, Charged chatted with Graeme Davison, VP of Business Development and Marketing at Qualcomm Europe, Inc.  The DEVC system you recently built and tested was a feasibility study, which indicates that we’re still in the very early days of the technology. Wireless Charging We pushed the engineers to answer two questions: one, what velocity of vehicles could we get to; and two, what do we need to understand, in the future, about how DEVC could be implemented? We did many work tests in different situations, like vehicles not traveling in a perfect line down the track center. Other scenarios we tested were the vehicle coming off charging as it changed lanes and then coming back on to charging; the vehicle stopping whilst on the charging track and then moving on, and even what happens if you put two vehicles on the track same time. When we showed this at Versailles, we actually demonstrated all those environments that we could bring up. Vehicles swerving in and out, vehicles stopping, vehicles charging while stationary, and then two vehicles simultaneously. So we have the ability to answer those questions regarding the what-ifs of charging – what does the driver do, how does the system react, and things like that. And it was a fantastic foundational point for DEVC. When the European Commission set up the FABRIC program, the overall goal was to look at EV charging technologies. And that included everything from plug-in all the way through to static wireless charging and dynamic charging, and other technologies anybody could bring to the table. Around the same time as the FABRIC program kicked off, we’d just started a New Zealand research program to look at dynamic charging. And then FABRIC came along, and they allowed us to build this 150-meter-long track and also to be able to push it into a much more real-world environment. Public Static Charging The next step will be to explore the economic feasibility. W e started WEVC. I remember going and speaking to the OEMs. But we also spoke to the infrastructure people, the power companies, city planners, car park owners, and other ecosystem stakeholders. We talked to them about the models used and how people would look at both private and public static charging. And one of the questions they asked was how many EVs do we have to plan to charge? And, of course, we were in the same early days with the OEMs. So we backed off from speaking to the infrastructure players, focused on the OEMs, and now we’re at the point of final testing and vehicle development for static wireless charging. Now we’re going back to the infrastructure players for static and saying to them that these EVs are coming on the road. Car manufacturers will launch a huge number of EVs and plug-in hybrids over the next few years. When you take those figures to the guys looking at rolling out infrastructure for static charging, they’re now starting to look seriously at how they do that. Now we’re in a similar situation with dynamic charging. We’ve proved it can be done with the technology; we’re showing the OEMs how the static charging they’re putting in evolves to this and how it’s a fairly easy step for them. But now we’ve got a new set of people to talk to, and that’s the city planners, the traffic planners, the people that work out traffic flow patterns and how vehicles move through streets. But we’ve also engaged with a couple of universities worldwide to help us understand the economics and complexities and what we need to do with the road infrastructures. By 2020, Every New London Taxi Must Have 65 Km Of Emission-Free Travel Low-hanging fruit for dynamic technology in commercial settings. T he first application will be semi-dynamic charging, in which vehicles are in a loop, and they may be starting and stopping at a regular cycle, and they’re going down a particular path. One of the most interesting ones that come to mind is that of the taxi rank. Most cities around the world have ambitious programs to move their taxi environments much more to electrification programs. The City of London, for instance, is an easy one for us to talk to – by 2020, every new London taxi sold must have a minimum capability of 65 km of emission-free travel. And if they don’t, they don’t get their taxi license. So that forces the manufacturers that provide those vehicles to really look at all options.  We’re already engaged with various folks to talk about putting semi-dynamic charging environments into the taxi ranks, where the taxis stop and go. They sit for maybe two to three minutes while someone gets in the taxi at the front of the queue, and then all the taxis move forward a little bit and then park again for a period of time. We think that’s low-hanging fruit and brings a great benefit to the city, of looking towards that taxi rank environment. But there are other ones out there, and more and more of them are coming to us as we explore this area. Recommended:  Urban Car With Zero Emission, The AIRPod 2.0 Dynamic Track Stuff Versus The Static Static charging could evolve into the dynamic.  One of the key challenges we set for ourselves in the early days was that the on-vehicle components for DEVC would be the same as the on-vehicle components for our current static WEVC systems. We had to show people that if they moved now and put static charging on a vehicle, they had the future of dynamic coming. The technology itself, the actual pad design, and the on-vehicle electronics are the same for the current static and the future dynamic. The on-road hardware also started very similarly to the stationary pads, but there was a lot more control and a lot more intelligence required. You had to know when the vehicle was over the pads; you had to power up the pads in front of the vehicle in an expeditious manner. You had to de-power pads behind the vehicle to have pads excited when there was no vehicle over them. So there was a lot of system architecture stuff to do for the pads themselves, how the in-vehicle and on-road stuff communicate to power on and power off, and how the vehicle itself passes that information on. In the end, there was a lot of difference in the design of the dynamic track stuff versus the static. There are efficiency trade-offs between static and dynamic. T here is a little bit at the moment. And that’s because we’re at a very early generation of dynamic versus where we are in static. Static efficiency is north of 90 percent end-to-end, from energy put into the system to energy into the battery. For dynamic efficiency, we’re currently at about 80 to 85 percent. And there are some system trade-off compensations for that. For instance, by accepting a slightly lower efficiency, we could get much more tolerance for the inability to go in a straight line. Envision an autonomous alignment system. W e expect this to be driver-operated. And in fact, the system was designed to allow the vehicle to wander back and forth across the line. There was no requirement for pinpoint driving accuracy. Most of the drivers were engineers, and we gave them the challenge of getting the maximum efficiency possible over as wide an area as possible so that we still charged when the vehicle moved a small amount. If the vehicle moves a large amount, for instance, in a lane change, we actually drop all the charging as the vehicle moves out of the charging lane. When the vehicle comes back into the lane, it immediately picks up charging again. So the system can compensate for driver inaccuracies. Recommended:  Electric Autonomous Robo-Car For Urban Mobility Public Static Charging We expect to see OEM announcements for static wireless systems offered with new EVs?  Within the next year to eighteen months, you’ll start seeing OEMs rolling out WEVC technology on vehicles. OEMs' general way out of customer acceptance for very new things is to put them on the options list in the early days. Everyone that we’re talking to is seeing that at the moment. When you’re choosing the alloy rims you want, which color you want, etc., one of the options on the tick list will be wireless charging. So you get your charging point put in the home, same as you do with plug-ins now, but instead of it being a twenty-foot cable on there, there’s a cable to a ground pad mounted onto the floor. As I mentioned, we’re now pushing hard with the infrastructure and EVSE manufacturers that do commercial installations to start looking at hundreds of bays at supermarkets, cinemas, and shopping malls, places where people spend a couple of hours doing something and would happily pick up a couple of hours of extra charge. I drive an EV, and one of the things I’d love is to get half of my trunk back and not have to carry so many cables around with me. We’re looking forward to the minute WEVC can be out there and purchased by people so that they can experience the ease of use that we’ve been able to experience on the prototype vehicle that we run around Qualcomm.  Before you go! Recommended:  Electric Car Charged While Driving: e-RoadArlanda Did you find this an interesting article, or do you have a question or remark? Leave a comment below. We try to respond the same day. Like to write your article about electric- or solar cars? Click on  'Register'  or push the button 'Write An Article' on the  'HomePage.'
Stay Updated on Environmental Improvements And Global Innovations