In-route inductive versus stationary conductive charging for shared automated electric vehicles: A university shuttle service. (15th January 2021)

• Record Type: Journal Article
• Authors: Mohamed, Ahmed A.S.; Wood, Eric; Meintz, Andrew
• Is Part Of: Applied energy. Volume 282(2021)Part A
• Publication Date: 2021-01-15
• Subjects: Automated electric shuttles -- In-route inductive charging -- Optimization -- System planning -- Inductive power transfer (IPT); Power (Mechanics) -- Periodicals; Energy conservation -- Periodicals; Energy conversion -- Periodicals; 621.042
• DOI: 10.1016/j.apenergy.2020.116132
• Languages: English
• ISSNs: 0306-2619

Abstract

Highlights: Techno-economic analysis of in-route inductive charging for automated shuttles. Cost models for in-route inductive charger, DC fast charger, and Level 2 charger. Powertrain model for automated electric shuttles using real-world collected data. Quasi-dynamic inductive chargers at designated stops enable continues operation. In-route inductive chargers are cost-competitive to stationary fast chargers. Abstract: In-route inductive charging technology, as applied to automated electric vehicles, can help realize a fully automated system of both vehicles and chargers. This study presents a planning optimization analysis for fixed-route automated shuttles supported by in-route inductive charging technology. A techno-economic feasibility of inductive charging was assessed in comparison with stationary charging, including Level 2 AC chargers, and DC fast chargers (DCFCs). This analysis considered both present-day and future vehicle operations and overall system costs. A real project with two circulator Navya Arma shared automated electric vehicles (SAEVs) at the University of Michigan was investigated using real-world collected energy and travel data. The outcomes show that the proper design of quasi-dynamic inductive chargers at designated stops allows SAEVs to realize unlimited driving range and be cost-competitive to DCFC technology. Considering present-day costs and vehicles, low-speed SAEVs can realize charge-sustaining operation at a minimum cost either by implementing a 50-kW inductive charger at two stops with one segment per position and a 29-kWh onboard battery, or by installing a 100-kW inductive charger at one stop with one segment per position and a 28-kWh onboard battery. Considering future costs and vehicles, either a 40-kW charger at one stop with a 29-kWh battery or a 50-kW charger at the north stop with a 14-kWh battery would enable charge-sustaining operation. In addition, quasi-dynamic inductive solution can reduce the onboard battery by about 15% while providing unlimited driving range, but stationary scenarios require about 112% additional battery capacity to support a 12-h driving range.