How the smart grid build-out will affect EV deployment
Posting in Energy
Phil Davis, senior manager at Schneider Electric, and John LoPorto, president and CEO of Power Tagging, give their perspective at the Networked EV 20...
Phil Davis, senior manager at Schneider Electric, and John LoPorto, president and CEO of Power Tagging, give their perspective at the Networked EV 2011 conference in San Francisco.
Oct 21, 2011
Dear Sirs, I listened with interest to the discussion about the Smart Grid and EV Deployment. This provides a forum for me to air an idea for powering electric vehicles. Here is an insight to make electric-powered vehicles more functional: Electric cars would be superior to internal combustion vehicles in all the way they are, but have this limitation in the range they can be driven between recharging. To make vehicles with long-range capability, one needs to have continual recharging while they are moving, or to be externally-powered and then be able to be taken off-line for moving to their ultimate destination. This can be accomplished by one of two methods: One would be linear magnetic propulsion, and the other would be by linear transformer pickup. The long stretch of road would be like the stator of a linear accelerator, or the linear primary of a transformer. Access would be managed something like a toll road. The vehicle would maneuver under its own power onto the roadway, above the excitation device (the accelerator or primary coil.) With the flip of an onboard switch, the vehicle would be powered or accelerated by the under-road electromagnetic field. Metering would be managed to determine the toll for road and power use. If operated like an accelerator, all the vehicles on this roadway could be maintained to travel at the same speed. This would provide additional traffic safety and could possibly reduce the requirement of driver attention. (almost like riding through a car wash, or riding a ferry.) To exit the roadway, the operator would switch off the onboard coupling mechanism and pull away from the powered lane, onto the roadway exit and onto connecting roads. The vehicle would thus use external power to convey it long distances and then have remaining reserve power to negotiate the city streets, etc. to its destination. Without the battery-limitation constraints to conserve power, the vehicle could operate headlights, air-conditioning and other necessary conveniences, drawing its power from under the roadway. A disadvantage of the internal-combustion engine is the inefficiency of the power cycle. Only about 35% of the energy in the fuel is available for propulsion. Electric motors and transformer coupling would be in the order of 90%. Combustion byproduct pollution could be handled at the power house, away from traffic. The only way this would work would be in a system like a toll road. Each vehicle would be billed according to how much power it drew and maybe the miles driven. Drivers would lose their freedom to to travel at desired speeds, or to depart the roadway, except as provided. We have developed the paradigm of individual travel that the internal-combustion engine provides. Roadway systems are in place. Electric cars are being manufactured. We just need to couple them. Thank you for hearing my idea and opinion. Please respond to John K Ward, firstname.lastname@example.org.