Could power-napping and the problems of the electric car charging challenge.

STUTTGART, Germany (Reuters) – Automakers around the world have been pushing hard for the new networks, which will charge electric vehicles quickly. In Europe, some of the energy companies and grid operators in order to test whether it might be a smarter and cheaper way to move into the slow lane.

An electric car, parks it next to a charging station in Ostfildern, near Stuttgart, Germany, on August 19, 2019 at the latest. The photo was taken on August 19, 2019 at the latest. REUTERS/Ralph Orlowski

A 15-month study of electric vehicle charging behavior in Germany, and has concluded that consumers could be persuaded to come to terms with the slow, overnight charging, this may help to avoid voltage dips, the peaks in the demand for electricity, or expensive upgrades to the electricity system.

With the prospect of millions of EVs hit the roads, and the government is gradually banning new diesel-and petrol-driven cars will be seen as a major challenge for the power utilities, especially in Germany, which is switching from nuclear and coal, and to a less predictable energy sources such as wind and solar power.

The study, in the affluent suburb of Stuttgart, Ostfildern-Ruit has helped to reduce some of the concerns of some operators that a lot of electric vehicles (EVs) charge in the peak hours, it can cause the network to crash.

The engineers of the Netze BW, the local operator behind the pilot, it is revealed that all the households involved to come to a close with the exit of their electric cars plugged in at night, and only half will ever be charged simultaneously.

It’s been the experience with this project is that we have grown to be a lot more relaxed. We can imagine that in the future one half of the inhabitants of a street in their own electric vehicles,” said Netze BW, the engineer, Selma Lossau project manager for the study.

Still, with a limited EV battery varies according to the, now, slowly, slowly, the night charge is not to solve the problem of how to persuade drivers to ditch petrol cars in total.

Without a network of fast charging stations to fill up the tank, drivers are aware of the use of EVs for long trips – and that is the reason why some of the manufacturers want a lot of fast-charging stations, to encourage large-scale adoption of electric cars.


A slower pace, or slowed down, to recharge and has already gained traction in Norway, one of Europe’s largest EV market, with almost 50% of all newly sold cars are zero-emission vehicles.

A study by the energy regulator, NVE showed that Norway is faced with a bill of 11 billion kroner ($1.2 billion) in the next 20 years for the low – and high-voltage grid, substations, and high voltage transformers, unless you can persuade the car owners to bring the outside, in the afternoon hours.

With the cost of investing in the nation of 5.3 million people, could fall to just over 4 billion kroner, when the cars are recharged at night, and can fall close to zero once the batteries are only hooked up at night, and n v, said.

The NVE is now in the process of a tariff proposal, it will penalize, the peak hours for the charge. Tibber), a Norwegian energy company, is already offering cheaper electricity for an EV to charge if you do it allows you to decide if your car will charge while companies such as ZAPTEC will offer ways to adapt to recharge one of the available grid capacity.

Some of the 10 participating households in the Stuttgart trial, ” she said, in the first instance, in order to keep topping-up their cars for fear of running of the sap, but soon adjusted to the left by the power company to use as it saw fit during the night.

“In the beginning, I didn’t want to take any risks, and paid often in order to feel safe, to feel loved. Over the course of time, I changed my outlook,” said Norbert Simianer, a retired teacher who drove around in a Renault Zoe in the pilot. “I’m used to the car, and it was much more comfortable in dealing with the charging process.

Simianer, and his neighbor had an electric car, and a 22 kilowatt (kW) as well as in-wall boxes for their workshops, as well as two charging stations on the street, all of them free of charge.

In return, they gave up a normal car and be allowed Netze BW, which is a subsidiary of the German utility EnBW (EBKG.DE to monitor the execution of the delayed and down-scaled to a charge during a seven-and-a-half-hours of the night.

Netze BW is trying several different options, or sticking the car to the maximum of 22 kW, the charge flow, one after the other, or to an extension of time for an individual car by changing the power flow, or a combination of the two methods, Lossau, said.

The participants, who have used the apps to check the status of their batteries, were used in the absence of direct recharge of power, as their vehicles are capable of in their day to day commuting to and from work on a maximum of 50 kilometres (31 miles) away.

At EnBW, said nine out of 10 of the households in the sample in Ostfildern-Ruit, is Belchenstrasse had to hold the wall box, and most of them were discovering for the lease of an electric vehicle.


Lossau, said control in 10 of the households does not, in itself, the empirical mass to draw conclusions for the load profile in Germany.

She also said there should be a better two-way communication between EVs and the grid, and the consumers of the system, in order to be effective on a large scale.

“There needs to be more sharing of information between the e-vehicle programs, and the schedule for updating the load status in real-time, as this could result in a false impression of the speed of the load,” she said.

The utilities in the development of the so-called vehicle-to-grid (V2G) services, but are struggling to convince certain manufacturers to use a technology that allows two-way flow of information and power between the battery and grid.

The vehicle manufacturers such as Volkswagen VOWG_p.DE), Europe (DAIGn.DE and Ford’s (F. N), which, for example, dissemination of one-way traffic, a quick charge rather than have to overcome consumer resistance to EVs.

For the japanese, Nissan’s (7201.T is leading the way among manufacturers, the exploration of V2G while Germany’s BMW (BMWG.DE has now decided to take a look, the co-operation between the car show and will be the key to the use of e-mobility ready for the mass market.

“It’s going to have to make sure that there is enough demand for the electric cars, and the fact that the lights do not go off anywhere else,” a BMW spokesman said. “The cars are not only a burden if you are the best on the market, but they can also supply electricity back to the grid, in order to help to even the demand spikes.”

“There needs to be more progress in the exchange of information, however. It’s not the standard,” he said.

Nevertheless, Ostfildern-Ruit trial, and raised hopes that the electricity system can be in a position to cope with an influx of electric cars, especially if consumers respond.

Even if the driver will withstand a night of charging, the suppliers of software and it equipment to the power grid, such as germany’s Siemens (SIEGn.DE), are also on the lookout for safer and more secure, and more efficient ways to determine when and how the power is used to charge the battery of the car.


In the German city of Hamburg, germany, for example, started out as a three-year pilot project this month by Siemens, in order to pre-emptively identify overloaded transformers and cables, and how to manage EV charging stations as appropriate.

“The charge of the processes that can offer a lot of flexibility, that is, the overload on the network can be reduced due to the delay in the load time or reduce the load that is being delivered,” said Thomas Werner, an expert in the Siemens ‘ Digital Grid.

“This can be done by means of the digitizing hardware and software, and communication technology (ict),” he said.

The use of the software in order to assist in the protection of the aging power networks of the predictable spikes that costly hardware upgrades are part of the 1.7 million km of distribution grids in Germany.

A few of the 100,000 + just for the electric cars in Germany at the moment, there is little to no threat of a “black-outs” on the question. However, the Ministry of Transport in Berlin, and provides for a maximum of 10 million electric cars on the roads by 2030.

The number of electric vehicle charging points across the country, also is only 21,000. That’s a 50% increase over the previous year, but still only a small fraction of the needs of the future.

Next up for Netze BW is a more difficult test.

The control of the power to 10 households, with electric vehicles in a suburban street of 22 houses, one more thing, the power company has to launch a study of vehicle charging behavior in an apartment building with 80 apartments, where a dispute over access are to be expected.

Slide Show (10 Images)

It is also on the lookout for a study in a rural area, where long cables are required, are the current challenges in the maintenance of a steady voltage to charge the battery.

This, however, is only part of the story. Lossau, said companies would have to cooperate more closely with the manufacturers to fill in the gaps of knowledge and the exchange of information.

“It can only work if we can get more information about each other.”

– Additional reporting by Lefteris Words, in Oslo; editing by David Clarke

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