Power Pole EV Charging Points

It is easy enough to transform your garage into a recharging point for your new electric vehicle (EV).  There are other public recharging points around many of our main towns and cities now that are easily accessible.  So, for a large number of relatively new EV owners, life is relatively straightforward when it comes to having to top up their EV with power.  But what happens for those EV owners who live in an apartment that has no off-street parking or garaging for their car?

New commercial recharging stations of various types and in various situations are beginning to appear in Australia’s larger cities and their adjacent suburbs.  You can find EV recharging points located at public buildings, service stations, kiosks, shopping centres, and even in an EV owner’s garage.  The number and need for EV charging points is expected to undergo exponential growth as the demand for such recharging facilities grows along with uptake of EVs.  Currently, one in four Australian households do not have off street parking.  EV ownership for these people is a less attractive proposition.  There is a need, therefore, to provide easy access to a recharging point for households who don’t have access to off street parking.

An Australian- and New Zealand-based utility services company called The Intellihub Group is in the business of providing innovative power metering and power data solutions to maximise digital and new energy services.  One of the interesting projects that they currently on-the-go is providing power pole recharging for EVs.  This is a perfect solution for the one in four households with no access to off street parking.

Intellihub is in the process of using local power poles in a trial for street-side recharging points, particularly catering to these less fortunate EV owners.  According to Intellihub, there are significant gains to be made in the provision of these power pole recharging facilities for EV owners.  Not only will the trial provide easy power access, but it will also help to understand the impact of EV chargers on the electricity network.  Researchers will monitor how many people use the chargers during the trial and their impact on the electricity network.

Via the Australian Renewable Energy Agency (ARENA), $871,000 of Australian Government support has been given to Intellihub.  Intellihub has contracted the first deployment of 50 EV chargers to be installed on street side power poles for a group of EV owners without off-street parking.  These lucky EV owners live throughout New South Wales in either apartments, townhouses or units without any direct localized access to EV charging on-site.

The power pole project is a trial valued at $2.04 million, so it is also supported by Schneider Electric, the providers of the EV charging infrastructure and Electric Vehicle Supply Equipment (EVSE).  Schneider Electric will manage the charging service for the trial.  Origin Energy will ensure that 100% of all the energy required to charge the EVs in the trial project will be matched with the equivalent amount of certified renewable energy resources that will be added to the grid.

The idea of power pole charging an EV is not a uniquely Australian concept.  Power pole charging is already being rolled out across the world.  Some major global cities, including London, Toronto, Los Angeles, New York, and Hamburg are installing tens of thousands of power pole or streetlight EV chargers.

Power pole charging an EV in a city/town environment seems a rather straightforward solution to making living with an EV a whole lot easier.  Intellihub CEO Wes Ballantine said: “It’s expected that as many as 10 per cent of new car sales in Australia will be electric vehicles by 2025.  That equates to an extra 120,000 new EVs on our local streets each year.  It’s likely that many of these car owners may be unable to charge their EVs from home.  Power poles line most of our public streets and that presents an opportunity for the EV charging market.  They’re an accessible, safe, and practical option for EV charging.”

The EV owners will use a third-party app to manage their recharging service.  They will be able to get information about charging costs, time limits, billing, and other tools for interfacing with the electricity grid.

This is a big step towards a practical recharging infrastructure across Australia.  It seems that owning an EV in a congested city/town environment might be getting a whole lot easier.

Understanding Current Hybrid Vehicle Technology

So, what is a hybrid car in 2022?  What is the current technology ?

A hybrid vehicle combines at least one electric motor with an internal combustion engine (ICE) to move the car.  This system is set up to recapture any energy from regenerative braking.  There will be times when the electric motor can do all the all the work of moving the car, and then sometimes the ICE will do 100% of all the work.  And then there will be times when the electric motor and the ICE work together to move the vehicle along.

The  hybrid system ultimately has the end result of less fuel being burned and, therefore, offering its driver better fuel economy.  In some circumstances, like in a short quick passing manoeuvre, adding electric power to the ICE power will can even boost the vehicle’s performance for performing the task.

All hybrid systems are set up for the electric motor to use electricity coming from a high-voltage battery pack.  This battery pack is separate from the car’s conventional 12-volt battery system that runs the auxiliary car systems (e.g., air conditioning, headlights, coolant fan, etc.).  The high voltage battery pack is replenished by capturing energy from deceleration (typically this energy is lost to heat that is generated by the brakes in a conventional ICE-only vehicle).  So, the regenerative braking system captures this deceleration energy and sends it back to the high voltage battery pack which runs the vehicle’s electric motor.  Hybrid vehicles are also designed to use the ICE to charge and maintain the high voltage battery pack.

The main Hybrid Designs are:

Parallel Hybrid

The electric motor(s) and ICE are connected in a common transmission (automatic, manual, or a CVT) that will blend the two sources of power for moving the vehicle.

Series Hybrid

A Series Hybrid is where the electric motor(s) provide all the thrust, and there is never a physical or mechanical connection between the ICE and the wheels.  The ICE is purely onboard for recharging the high voltage battery pack.

Plug-In Hybrid (PHEV)

The plug-in hybrid system enhances the conventional hybrid concept with a much larger high voltage battery pack.  As this is similar to a conventional electric vehicle (EV), it must be fully recharged using an external electricity source (i.e., charged from your home power supply, your office, or a public charging station).  Because the energy storage is much greater, it allows for extended all-electric driving, thus significantly reducing your fuel consumption.  In fact, short commutes and a recharge nightly means that you’ll be running on electricity most of the time (great for city driving).  Should you deplete the large battery pack, the car simply reverts to being a conventional parallel hybrid, using the assistance of an ICE.  Plug-in hybrids can be either a series or a parallel hybrid system.

Mild Hybrids

When you hear the term Mild Hybrid, don’t start thinking it is anything like the Parallel Hybrid, Series Hybrid, or Plug-In Hybrid (these 3 are considered “full hybrids”) mentioned above.  In a Mild Hybrid vehicle, the electric motor is there to only assist the ICE for the purposes of improving fuel economy, increasing performance, or both.  It won’t ever fully move the vehicle on its own.

The Lithium Rush

Lithium is in very hot demand at present.  Like a new frenetic modern-day gold rush, it seems that big companies wanting lithium are frantically looking for this new sort of gold.

Obviously, lithium is required in the production of lithium-ion battery cells that are used for powering EVs.  In order to make sure that they don’t run short of lithium anytime soon, China, which has the largest EV market in the world, produces 80% of the world’s usable lithium product all on their own.  In a statement recently, Sung Choi, a metals analyst, stated that “The cost of lithium has risen because virtually all automakers have jumped onto producing EVs.”

Currently, over half of the world’s lithium resources are in South America and Australia.  As prices for lithium are surging – and some metal analysts at BloombergNEF (BNEF) have witnessed an almost 500% increase in the past year – China seems to be leading the charge in the hunt for new lithium mining reserves.

China is searching around the world for new lithium deposits that can supply their big need for the metal used in EV production.  China has even looked at the Qinghai-Tibetan plateau as a source for the metal, as well as in Africa.  Sung Choi also said that “Africa has recently been in the spotlight with its ample resources in metals.”

Some of the African lithium mining fields being looked at by China include the reserves found in the Democratic Republic of Congo, where Zijin, a Chinese mining giant, is battling with Australia’s AVZ minerals over controlling the DRC’s Manono mine.  Quite possibly, the Manono mine has the world’s biggest lithium deposit.

Last year, Congolese President Félix Tshisekedi said that people living in areas with mines were “still languishing in misery,” while it was the foreign multinationals running the mines who prospered.  The mines do provide locals with jobs, but many would say that the locals don’t see enough trickle-down reward from the massive multimillion-dollar projects.

Also, in Zimbabwe there are large untapped deposits of lithium, and China is rapidly buying up these resources.  Zhejiang Huayou Cobalt, a Chinese-based company, has recently purchased Arcadia Lithium mine outside Harare.  The money (some $300 million) will be used to construct a mining plant with a processing capacity of 400,000 metric tons of lithium concentrate per year.  The Zimbabwean government has welcomed this recent investment, looking forward to helping fill China’s and the EV’s need for lithium-based batteries.

The current and potential growth of the EV industry, and therefore the rush for new lithium resources, has had companies like Tesla seriously considering getting into lithium mining and refining directly for themselves.  Maybe it is Toyota who is taking the more manageable approach to the mass production of EVs.  Their pace toward an EV transfer seems to take a better-calculated methodology when compared with some other big automotive manufacturers who seem driven on producing a fleet of their own EVs as fast as possible.  Toyota sees the value in hybrid technology building a bridge to solving any issues around climate change and the EV mindset.

Lithium isn’t just used in the production of EV battery packs.  Lithium is also used in rechargeable batteries for mobile phones, laptops, digital cameras, and in warfare equipment. It is also used in some non-rechargeable batteries for things like heart pacemakers, clocks, and toys.  The future and the course of EV production and EV uptake does seem to depend on the amount of lithium being available and the costs involved for mining it.  These costs will affect how much a new climate change-solving EV might eventually sell for.

Could a Citroën ë-Jumpy Hydrogen be Feasible in Australia?

Currently (July 2022) in Australia, hydrogen refuelling stations are found in Melbourne, Sydney, and Brisbane.  Green hydrogen (H2) is a cleaner fuel for running a motor to power a vehicle.  H2 is produced using electricity that has been made from renewable resources (sun, wind, hydro) and is one effective way to aid the reduction of unwanted gas emissions.  Hydrogen is also the simplest and most abundant chemical element in nature that is almost always bound to another element.  It can be used as a clean and inexhaustible energy.  You can even create a hybrid vehicle where hydrogen and batteries can combine to propel a hydrogen-ev forwards.

Citroen have created a great light commercial van called the Citroën ë-Jumpy Hydrogen.  While it is currently only sold in a few markets in Europe (where there are many more hydrogen refuelling stations), the light commercial van combines the best technologies of a hydrogen fuel cell and a battery for motoring.  Perhaps we might be able to get an ë-Jumpy Hydrogen van in Australia to run the Melbourne to Brisbane Hydrogen Highway?

Citroën’s entire light commercial vehicle (LCV) range is already fully electrified overseas, and Citroen say that the ë-Jumpy Hydrogen offers the widest electrified range to meet the heavy demands of business professionals.  Citroen Australia is yet to bring any of these ev vans to Australia.

The Citroen ë-Jumpy Hydrogen van has a hydrogen fuel cell and rechargeable batteries, the first Citroën powered by this form of energy.  While accommodating this new hydrogen/electric technology, it still manages to retain the practical volume and load carrying capacity.  The hydrogen and electric components are integrated into the van’s ingenious design, ensuring that the componentry sizes have no impact on load capacity.

Citroën ë-Jumpy Hydrogen LCV has a range of over 400 km.  The three 700 bar carbon-fibre hydrogen tanks are stored on the horizontal below the load floor, which sit next to the battery under the front seats.  These hydrogen tanks can be filled in just three minutes!

So how does it all work?  The Citroën ë-Jumpy Hydrogen LCV is a fully electric vehicle and benefits from a 45 kW fuel cell that produces electricity by consuming hydrogen.  A 10.5 kWh battery takes over automatically once the hydrogen tank is empty.  The battery itself is automatically charged using electricity that is generated by consuming hydrogen or by using a cable at any typical electric-vehicle charging station.

The Citroen ë-Jumpy Hydrogen has identical specifications to the Peugeot e-Expert Hydrogen and Opel Vivaro-e Hydrogen vans in the UK.  Citroen say that the ë-Jumpy Hydrogen LCV is for businesses that need more than the standard EV van’s 300 km of driving range, or for those who have no time to wait around recharging before getting to the next job.  The Citroën ë-Jumpy Hydrogen is expected to offer over 400 km (249 miles) of driving range.

Citroen say that Battery Electric Vehicles (BEVs or EVs) are perfect for all applications with range requirements of 100-300 km a day if there is access to overnight charging.  But with the improvements in battery technology leaping forward, time is currently on the side of BEVs/EVs.

Citroën ë-Jumpy Hydrogen specs include:

a total range of over 400 km

3-minute refuelling of the hydrogen tanks

three 700-bar hydrogen tanks (70 MPa), with 4.4 kg of hydrogen under the floor when at full capacity

range with 10.5 kWh battery only being used: 50 km

front-wheel drive

100 kW of power and 260 Nm of torque developed from the permanent magnet electric motor

an 11 kW three-phase on-board charger

2 van lengths available (Medium 4.95 m long, and XL 5.30 m), with the same loading volume characteristics as any equivalent diesel or purely electric versions

cargo space of 5.3 m3 to 6.1 m3
payload up to 1100 kg
towing up to 1000 kg