Electric mobility: constraints and opportunities Laurent De Vroey EV Project manager ENGIE Lab - Laborelec VOKA, Flanders Smart Hub Connects, 28/04/ /10/2015Electric mobility as a buffer for the electricity network - VOKA promotiedag elektrische voertuigen LITC 1

ENGIE Lab – Laborelec in a nutshell Technical competence centre and laboratory Experts in Electrical Power and New Energy Technology —Generation, Transmission, Distribution, Storage and Energy End-Use 240 researchers and technical specialists Offices in Belgium, The Netherlands, Germany and Chile Applied research and technical expertise support Turnover € 48 M Contract research (40%) and services (60%) For shareholders (75%) and third-party customers (25%) Shareholders ENGIE,ORES Assets, SIBELGA, Tractebel Engineering, Cofely Services, Intermixt 28/04/2016 2

Projects and research are performed for ENGIE and third parties, some with partners Car related activities —EV monitoring since 2010 (~100 vehicles in B & NL) —EV battery ageing tests in real conditions (impact of fast charging, smart charging, V2X in real situations) EVSE related activities —Support to product development —Test of charging solutions —Participation in standardization Energy management related activities —Coupling with DER (PV, fuel cell) —Smart charging EV projects & research activities at ENGIE Lab - Laborelec 28/04/2016 3

The Electric Vehicle as a mobility solution EV is already a part of the answer to the new mobility needs Sustainable mobility must gain importance to reach the EU 2050 de-CO 2 objective The mobility needs are changing worldwide, giving room for new services and new actors → The urban population is continuously growing worldwide → The Z generation wants less personal cars, smaller & more sustainable cars → As a consequence, business evolution is considered by OEMs → New technologies: hybridisation, electric cars, hydrogen fuel cell vehicles → Car sharing schemes, car connectivity → Autonomous cars Thanks to de-CO 2 objective and the new mobility needs, EVs are already a fact → Nb worldwide has doubled every year since 2012 >20% market shares in Norway, >3% in the Netherlands 2.. 8% market shares expected (BEVs + PHEVs) in 2020 in Europe and worldwide (about 2…8M EVs) → Flanders: 0,4% in 2015; cumulated by 2020 = ±7% annual market shares ? 04/02/ Footer and date can be personalized as follow: Insert / Header and footer Select the date and type the appropriate title Click on Apply to all Sources: ACEA, Navigant Research, ICCT, Eurelectric, McKinsey, Febiac, Laborelec

The electric vehicle needs new services Compared to a conventional car, an EV: —Has still a smaller autonomy: need for distributed charging infrastructure, including home and work equipment —Requires (and will probably always require) a longer time to charge 10 to 270km charged in 30 minutes, compared to 900km charged in 2 minutes for an ICE car —Induces electricity consumption peaks with uncoordinated charging or fast charging —Requires decentralized energy resources to limit local grid impacts → Services/actions are necessary for EV users, fleet & building managers, and network operators to face those issues Europe is pushing EV deployment through the Alternative Fuel Infrastructure Directive (2014); EU countries must propose an action plan in additional public charging points in Flanders by /02/ Footer and date can be personalized as follow: Insert / Header and footer Select the date and type the appropriate title Click on Apply to all

Electric vehicle: constraints and opportunities for energy management Energy management of this additional consumption is : —a local need for the grid: Peak shaving, frequency control, voltage control —an opportunity for the energy supplier: E.g. special tariffs for EV users, specific bill, participation in aggregation,… —a possible cost-cutter for the end-user : Consume energy when lower prices, limit the consumption from the grid Charging flexibility: a win-win solution for grid and end-user, but is it practically feasible ? 28/04/2016 6

Energy management with EVs: is it feasible ? —Most of the charges are short → can be shifted to later times without problem. —Different energy needs → reservation / selection of a car within a fleet can be optimized, depending on the necessary autonomy and available vehicles. —No negative influence was observed of flexibility on the battery lifetime —Therefore, energy management is feasible with EVs, by controlling the moment and the profile of the charging sequences. 28/04/2016 7

ENGIE offers a fully integrated service : 30% cut in the installation cost Electrical peak shaving Maximum benefit from local production such as PV Integration in building energy management, including forecast Charging priority management Phase balancing of the local three-phase network Ready for grid balancing ENGIE’s EV smart charging solution for B2B 28/04/2016 As an (EV) fleet manager, I want to control the charging of the cars (respect of the deadlines, status information, infrastructure sharing). As a building manager, I want to limit my EV infrastructure costs, to limit the peak consumption of the building and to maximize the auto-consumption of my local energy production. 8

One step further: bi-directional energy flows: V2H/V2G Most of the charges are short: during remaining time, the EV battery can be used as a bi-directional buffer (Vehicle-to-Home or V2H) V2X at Laborelec: — Control of the charging/discharging moments in the context of an energy self sufficient home — Combination of the Nissan Leaf-to-Home system with fully adjustable production and consumption profiles — Global efficiency — Impact on EV battery — First results to be presented at EVS29 (Montréal) in June /04/2016 9

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