The third seminar on the topic of electromobility this time revolved around the topic of charging infrastructure on the campsite . The aim of the seminar that ECOCAMPING offered for campsite operators was to strengthen decision-making skills when investing in charging infrastructure. Together with the participants, we would like to identify open questions and common interests and enable exchange. ECOCAMPING 's electromobility team organized the seminar. To provide support, Werner Köstle from Touremo as well as Georg Spätling from LCB eV were involved as project sponsors alongside numerous campsite operators. This seminar is part of the project: “Future offensive electromobility for campsites in Bavaria”, funded by the Bavarian State Ministry for Economic Affairs, Regional Development and Energy. You can read and understand much of the information covered in the seminar in our charging infrastructure specialist information .
From charging to sockets to CHAdeMo
From sockets to CEE, single-phase or three-phase connected wallboxes to DC charging, all types were explained. But which types make sense for charging on the campsite, how many are needed and what should you pay attention to with the common models? Slow AC charging, as is the case with sockets, CEE and single-phase wallboxes, increases the guest's stay time and protects the batteries; it is easy to implement. But what about the (charging) load distribution? Or in the case of short-term visitors who want to charge?
It's quicker with three-phase connected wallboxes or charging stations. However, so far only a few vehicle models in the AC range can charge with more than 11 kWh. For charging points with more than 11 kW, it is no longer just necessary to report to the network operator, but also to obtain approval from them. DC charging via CCS or the less common CHAdeMo has much more power, but often seems oversized for companies that are not on long-distance routes and offer restaurants.
This is how much energy electric vehicles and combustion vehicles need
A car with a combustion engine needs - in addition to huge amounts of fuel - lubricating oil, AdBlue, filters, more brake pads and occasionally a new exhaust if the old one has rusted through. Wear and consumption are significantly higher than with electricity-powered vehicles.
An average electric car consumes around 18 kWh per 100 km (including charging losses), with an average electricity price of 30 cents per kWh. The conversion is based on the calorific value of the fuel. For diesel this is 9.8 kWh/l (here rounded to 10). This means that a petrol engine with a comparable consumption of 18 kWh would consume around 1.8 liters per 100 km. The average electric vehicle is therefore much more efficient compared to the combustion vehicle, as a lot of energy is lost through heat in fuel vehicles. Only around 30% of the energy goes into driving performance. However, electricity is a more noble form of energy than gasoline or diesel and is therefore more expensive. E-mobilists currently pay between 20 and 30 cents per kWh. If this is multiplied by a factor of 10 (calorific value), this gives the equivalent diesel price, which would be 3 euros per liter of diesel - which is of course a lot. Therefore, the inefficient form of energy diesel or gasoline is currently even more cost-effective compared to the noble form of energy electricity. As already mentioned, however, electric vehicles are more effective in utilizing energy, so that the price of electricity multiplied by three equals the comparable price of fuel (30 cents/kWh -> 90 cents/liter). It's even better to generate your own electricity and not buy it. Anyone who can produce their own electricity is on the safe side in terms of costs and can travel on electric vehicles extremely cheaply.
Overview of capacities and costs of various vehicles (charging capacity * 30 cents/kWh = costs for a full charge):
E-bike: 0.25-0.6 kWh * 30 ct/kWh = 7.5 ct –> 18 ct per charge
WomoX = 110 kWh * 30 ct/kWh = around €33 per charge
Tesla M3 = 75 kWh * 30 ct/kWh = around €23 per charge
VW Id3 = 58 kWh * 30 ct/kWh = around €18 per charge
Zoe = 41-52 kWh * 30 ct/kWh = €12 – €16 per charge
Hybrid 10-15 kWh * 30 ct/kWh = €3 – €4.5 per charge
Where can you load?
Various providers have maps with overviews of the charging stations online. Campsites with semi-public charging stations would also be present on these maps. Of course, this also attracts e-mobile guests or travelers passing through. There are some potential analyzes for setting up charging stations, which are also accessible on websites. These show where there will be charging needs. It's best to check whether you're in this area, as charging stations with fast charging options make sense there, as people passing through also choose these routes. If you are not in this region, you can rely on slow loading, which is a good offer for overnight or restaurant guests.
Link: https://www.standorttool.de/strom/
What does a campsite need?
There are different concepts for a charging infrastructure:
- Gradually equip stands and offer e-mobile ready stands
- A central charging station for everyone (campers/visitors/travellers)
- Public charging station in front of the barrier (24/7) accessible to everyone
According to the forecast and also at the request of the legislators, 10 - 15% of parking spaces and therefore possibly also stands should be equipped with electric vehicles by 2030 so that power can be charged here. However, it is enough to start slowly and keep an eye on expandability. However, in most cases slow loading is sufficient. In this way, the needs of all e-mobile guests can be met, and the space is prepared for e-mobility and is perceived as such.
Important questions to ask when getting started are:
- How high is the existing reserve power of the network operator at the transfer point (e.g.: 120 kVA)? kVA = apparent power, therefore given in a different unit. This service can be requested from the network operator as well as possible costs for an expansion.
- How is my company insured? If it has one or more house connections, e.g.: 3 x 64 A fuses multiplied by 230 V results in 44.16 kW, which roughly corresponds to the apparent power).
- Is the connection value sufficient? (Calculation of an example in our specialist information). It is easy to calculate how much more power is needed for a certain number of charging points. The connection utilization in high season must be taken into account. A load profile provides information about this. You get this from the network operator; if you use more than 100,000 kW per year, it is your obligation.
- How far away is the nearest transformer? (Example from practice: construction cost subsidy 74 €/kVA)? If the power is not sufficient and the charging is not only done using self-generated electricity, the connected load must be increased. Information about costs is also available from the network operator. However, there are also subsidies to improve the grid connection for electromobility.
- What cable cross-sections, lengths/cable routing and connection values are available on site? The issue of unbalanced load is important for single-phase chargers. In the basic version, electric cars can often only charge via one phase of the AC network (sometimes there are two). This means that a large part of the service that is actually available is not used. The only current-carrying phase is heavily loaded, while the others are not at all, resulting in an asymmetry or unbalanced load. A call to the local network operator often helps to clarify how high you can or may go with the single-phase current. Another important value is the simultaneity factor.
The simultaneity factor (GZF) is used to calculate the actual power required at the grid connection point. Simultaneity factor (camping approx. 0.75 / e-mobility = 1)
At the campsite it is assumed that all consumers are switched on at the same time at 0.7 - 0.8. Never all consumers use full power at the same time. However, if there are several charging stations, the GZF is by definition 1 (unless they are controlled via load management). This means that if there is an electric car, it is constantly charged at full load. Electromobility creates a constant, high load when vehicles are being charged.
- Source of electricity: green electricity purchasing, PV, CHP, storage (work price / performance price / load profile)? It's best to produce your own electricity instead of buying it. If the electricity is sold to e-mobilists at the same price as to camping guests, it is very expensive and has a deterrent effect. There are portals about the hospitality industry that recognize accommodation providers suitable for electromobility and also forums that discuss the topic. This discussion will also exist for campsites in the future and the price plays a role in whether a campsite is suitable for e-mobiles or not.
- Using charging and load management? Charging electric vehicles with long-term and high utilization can cause power peaks in the load profile, which then have to be paid for separately in the service price. This can be very expensive, which is why charging and load management is essential in the long term.
Load management prevents and regulates (charging) the electricity requirements of the various consumers over time. Campsite operators can partly control this load management themselves. There are various systems that can do this and can also be individually expanded.
What does my hardware have to be able to do?
Building law : There is a charging station regulation, but charging points are classified like parking ticket machines and usually do not require a permit. They must comply with the Technical Connection Conditions (TBA) and the safe operation of electrical systems. This means that a specialist must remove the charging station. Be sure to pay attention to expandability: empty pipes and line cross-sections, as well as compatibility of the systems.
There has been a draft law on the Electromobility Infrastructure Act since the beginning of 2020, which states that by January 1, 2025, every non-residential building with more than 20 parking spaces must be equipped with at least one charging point and, in non-residential buildings, every fifth parking space must be equipped with protective tubes for electrical cables.
Tips from the practitioner about cables:
A 5 x 4 mm² cable is often laid; this is rather unsuitable and can become “underfloor heating”. It is too small for electromobility and is not a good option in the long term. 5 x 6 mm² cables make more sense.
Practical examples
If you already have a remote reading system for electricity meters, you can integrate additional meters for the e-charging socket into the system. It is essential that the meter can be read in order to enable transparency for the customer. Remote reading systems can easily be retrofitted with meters. If there is no remote reading system and billing is currently based on flat rates, it is advisable to set up and advertise e-mobility parking spaces, which are then equipped with a counting system (if necessary, reading on a trust basis). However, these pillars are not eligible for funding because in order to be controllable, there must be an interface so that the system can be regulated by the network operator in a way that benefits the network. Further features for charging stations include an AC fuse, unbalanced load avoidance, overload protection, general monitoring system and much more.
A current call for funding is out:
New call for funding from November 24th, 2020
900€ per charging point
( https://www.kfw.de/inlandsfoerderung/Privatpersonalen/Behafte-Immobilie/F%C3%B6rderprodukte/Ladestationen-f%C3%BCr-Elektroautos-Wohngeb%C3%A4ude-(440)/
- For charging stations at privately used parking spaces in residential buildings
- For owners and apartment owners, communities for tenants and landlords
- Must be operated with green electricity
- Network-serving systems and controllable systems (11 kW) that can also be switched off by the network operator. Therefore, intelligent electricity meters (smart meters) are needed – these are also being funded.
You can read the information from the seminar in our charging infrastructure specialist information .
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