StatsCan reports that Quebec reached 30 percent ZEV sales in Q4 2024. The same magazine reported that the sales of zero-emission vehicles across Canada in Q4 hit 18.3 percent: 202,103 battery-electric and 68,882 plug-in hybrids sold in 2024
This means that almost 1 in 5 new vehicles sold in Canada are electric.
Analysis of the Norway EV market has shown that once the ten percent threshold is passed, the acceptance of Electric Vehicles increases almost geometrically, reaching up to 90% of new vehicle purchases within six years.
While this is good news for those who care for the environment and prefer to drive an emissions-free vehicle, it may present a challenge for the electrical infrastructure in buildings.
THE ROLE OF EV ENERGY MANAGEMENT SYSTEMS (EVEMS)
This challenge can be solved with an adequate Energy Management System also known as an EV-EMS. An EVEMS ensures that the feeder and breaker do not exceed the electrical capacity. Some EVEMS' can monitor the overall consumption of the building to increase such availability further.
The electrical capacity may already exist in the infrastructure, whether that of an existing feeder in the main switchboard of the building or in the utility feeder to the building. By managing the energy dispatch the infrastructure can be utilized to a reasonable limit and satisfy the needs for EV charging.
An important fact that we need to recognize is that most EV Drivers charge at home. For the single dwelling owner, it may not be a problem finding a slot available in the breaker panel to add a charger, but what about one-third of the population that lives in Multi-Residential buildings? And here is where the need for energy management is so crucial.
MYTH #1: LONG CHARGING HOURS ARE NECESSARY
The first myth to address is that most drivers do not need to charge for 10 hours straight. By analyzing statistics of commuting distances in the United States and Canada, a range of 30 miles or 50 kilometers is a bit more than what the average driver requires daily.
By analyzing the ratings of Electric Vehicles, one can also find that most EVs turn 200Wh into a kilometer or run 5 kilometers with one kWH of Energy. This means that for a 50-kilometer distance, we need 10 kWH of energy. In Canada, because of the cold weather in the winter, we can add 50% to that need so we can settle into 15 kWH of energy per working day.
EV Chargers come in many different sizes, and some can be controlled to a specific power output. For the sake of simplification, a 208 volt, 32-ampere rated EV will feed 6.6 kW of energy to the car. Considering the losses and to simplify the math, let's say that it only feeds 6 kW of energy; for a 15 kWH daily commute to work, the EV needs to charge for only (15/6) 2.5 hours every night. With a single EV Charger, one could potentially charge four vehicles over ten hours, if there were a person changing those cars in the middle of the night.
MYTH #2: THERE isn't enough electrical CAPACITY
The second myth to address is that there isn't enough capacity simply because we do not consume electricity in a fixed linear way. There are times when we use more energy than at other times. For instance, when a family does laundry, cooks uses the dishwasher and turns on the air conditioner, the feeder may be at or close to capacity. Take a look at the Hourly demand reports in Ontario (In Ontario, the peak demand is usually reached in the summer, while in Quebec, the peak demand usually happens in the winter).
By shifting the demand for EV Charging to a period of low demand in the building, (i.e. at night when everyone is sleeping) EV Chargers can then utilize the existing capacity in the building infrastructure to maximize the availability of EV Charging.
The electrical codes, both the NEC (Article 750.30) in the United States and the CEC (rule 8-500 and 8.104-5 and -6), have recognized this possibility and have allowed designers and installers to base the calculation for sizing a feeder, a breaker, a transformer, and a switchboard, by using the capacity limitation of the EV Energy Management System, and not the total load installed. This allows builders to install three to four times more EV Chargers than they could otherwise install without an EVEMS.
NEW AND EXISTING BUILDINGS
For a new building where the municipality requires the building to be 100% EV ready, the Engineer can comply with this requirement without a major expense. Utilities can take advantage of accessibility to these EVEMS' to curtail EV Charging loads in cases where the building participates in Demand Response programs, or peak demands, reducing the cost of the total deployment of EV Chargers.
The opportunities are larger in existing buildings, where an energy-capacity assessment can determine the maximum availability. By monitoring the consumption at the building's service entrance, the balance of the capacity can be made available to EV Chargers, therefore eliminating the need for an additional service or a service upgrade that would also require upgrading transformers and the switchboard. For Utilities, it may represent the opportunity of solving the requirements of today, allowing more time to plan for the next upgrade.
Currently, CSA and UL have standards under revision and these standards are to be formally published and accepted within a year. As a guide, in 2019, CSA published a research document on the classification and modes of operation of EVEMS', which is a recommended addition for those who are intrigued and would like to learn more about the subject.
CONCLUSION
In closing, we may not have all the electrical capacity required at peak time to charge EVs. However, the capacity for EV Charging exists to satisfy the majority of EV Drivers during low-peak periods that coincide with the time when cars are parked when we typically sleep. The technology to shift and manage that demand to low peak periods exists today, and it has proven to be viable.
