Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)4

Smart Community Demonstration Projects- Initiatives in Keihanna and Malaga for EV Management -SHINYA YANO*1

TOMOHIRO MURATA*2

RIE HASEGAWA*3

TOSHIKI OKADA*3

KOICHIRO OKADA*4

TAKESHI KORENAGA*4

For the promotion of low carbonization and energy conservation in cities, it is important tointroduce effective equipment to improve efficiency in each phase of the “generation, transmission
and consumption” of energy. In addition, the establishment of a system that can monitor states ofenergy supply and demand, and balance them through ICT management (smart community
concept), has been attracting attention of late. In Keihanna and Malaga, we started social
demonstration projects as a step toward a total management system for optimizing whole-cityenergy consumption. These projects place particular focus on smart technologies in thetransportation sector, which is now seeing innovation due to the progress of mobile networks andnew electric vehicles. This document explains the initiatives and prospects for the project.

|1. Introduction
The demonstration projects of Keihanna and Malaga are being performed in Kyoto
prefecture, which is home to Kansai Science City, and the Malaga district in Andalucia state on the
Mediterranean in Spain. The two cities are two of the model cities of the smart community, thedemonstration experiments of which are being conducted globally. In particular, the demonstrations
being performed in the two cities focus on energy management in the road traffic field.
Both demonstration projects are funded under national projects. The Keihanna demonstration
project is being undertaken as a subsidized project of New Energy Promotion Council, NEPC (onlyin fiscal year 2010, undertaken as a commissioned project from New Energy and Industrial
Technology Development Organization, NEDO). The Malaga demonstration project is being
undertaken as a commissioned project from NEDO. The Keihanna demonstration project plays therole of “domestic demonstration” to verify our base technologies, while the Malaga demonstration
project is an “applicable global demonstration” as a showcase. Table 1 shows the schedule of thetwo demonstrations.
Table 1FY2010Keihannademonstration
Malagademonstration*1

Schedules of the two demonstrations
FY2011FY2012FY2013

FY2014FY2015

Start of system operation (March 2012)
Start of system operation (April 2013)

Global ITS & Smart Systems Department, Commercial Land Transportation Systems Division, Commercial Aviation &Transportation Systems*2

Chief Staff Manager, Global ITS & Smart Systems Department, Commercial Land Transportation Systems Division, Commercial*3

Chief Staff Manager, Electronic Control Technology Department, Land Transportation Systems Division, Commercial Aviation &*4Electronic Control Technology Department, Land Transportation Systems Division, Commercial Aviation & Transportation Systems

Aviation & Transportation Systems
Transportation Systems

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)5

The common themes of the two demonstration projects are the establishment and operationof the electric vehicle (EV) infrastructure (i.e., EV chargers and their management server system)
for allowing a large number of EVs to be accepted in a community, as well as initiatives for energy
management related to EVs. An overview and the current status of the two projects are explained
below.

|2. Overview of Demonstration Projects
2.1

Keihanna Demonstration Project

In April 2010, the Ministry of Economy, Trade and Industry chose domestically four areas(Yokohama city, Toyota city, Keihanna Science City (Kyoto prefecture) and Kitakyushu city) as
the target areas of for the “Next Generation Energy and Social System Demonstration” that was anactivity for the establishment and global development of the Japanese smart grid (smart
community). The demonstration project presented here is to perform demonstration experiments in
Keihanna Science City among these four areas, and is an activity subsidized by the Ministry of
Economy, Trade and Industry. The Next Generation Energy and Social System Demonstration is anactivity that demonstrates the smart community in actual fields, including not only thetransportation sector, but also the residential sector and the commercial sector. It features theintroduction of the community energy management system (CEMS) for supervision of the sectors
and optimization of energy utilization in the community (Figure 1).
The Next Generation Energy and Social System Demonstration in Keihanna Science City
(hereinafter referred to as the Keihanna demonstration project) includes Kyoto prefecture and also
involves twenty-four companies, local governments and universities. Among them, Mitsubishi
Heavy Industries, Ltd. (MHI) is involved in the demonstration of the transportation, residential, andcommercial sectors as the managing company leading the demonstration project. In thetransportation sector in particular, MHI is in charge of the demonstration of power management for
charging EVs using 100 vehicles.

CEMS:
Community
EnergyManagement
SystemHEMS:
Home
EnergyManagement
SystemBEMS:
Building
EnergyManagement
SystemFigure 1

2.2

Keihanna demonstration

Malaga Demonstration ProjectThis demonstration project is a Japan-Spain joint demonstration project based on theJapan-Spain Innovation Program (JSIP), which is a technological development cooperationagreement that was concluded between NEDO and the Industrial Technology Development Centerof the Spanish government (CDTI) in December 2008. The project intends to introduce Japanesetechnologies related to the smart community and demonstrate their effectiveness in a European citythat is leading the way in the introduction of a system to resell electric power and the utilization ofa large quantity of renewable energy.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)
6

Through this demonstration, MHI aims to allow the demonstrated package to advance to a
standard smart community system in Europe by developing the latest outcomes of the Keihannademonstration on an as-needed basis, and by cooperating with the local governments in thedemonstration area and influential European power and communication companies (Figure 2).

Figure 2

Cooperative structureThis demonstration project is roughly divided into four items:[1] ICT management of EVs and charging infrastructure[2] EV power management[3] Information platform of smart community[4] General services
Item [1] is the demonstration of ICT management for road traffic where EVs and thecharging infrastructure (i.e., charging station) on the road network are moved online and thenmanaged and analyzed by the center.
Item [2] is an initiative for offering the monitoring of power consumption results, predictionof power demand and control of the power supply and demand balance to EV drivers and charging
station operators that are new power users, with a focus on EVs, which are movable power users,and charging stations, which are power supply bases.
Item [3] is the demonstration of the platform that will play the role of the information
infrastructure for the integrated management of utilities (services related to electric power,transportation, heat, water municipal waste, etc.) in future smartification based on the smart
community concept.
Item [4] looks for the possibility of new services for drivers and operators through theanalysis, processing and distribution of various pieces of information accumulated in the
management system of the smart community in items [1] to [3].
In this demonstration project, MHI has compiled items [1] to [4] above in general anddemonstrates items [1], [2] and [4] of the transportation sector.

2.3

Comparison of Demonstration Projects

Table 1 shows the schedule of the demonstration. The two demonstration projects share therough commonality of being smart management of EVs, but they are differentiated based on
demonstration conditions (the characteristics of demonstration area and duties shared with partners

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)7

in each of the two), etc. In the Keihanna demonstration project, from the perspective of
demonstrating the energy management of the whole area, a demonstration related to the whole area
is being undertaken also in the transportation sector, including the monitoring of public normal
chargers and modal shift. On the other hand, in the Malaga demonstration project, power
suppression for quick chargers and the optimization of power reception have been initiated.
Table 2 compares the two demonstrations.
Table 2 Rough comparison of the two demonstrations
Smart management of EV
Power demand management
infrastructure
Introduction
DR*1 toEstablishment
DR*1 to end
and operationof supervisionintermediate
user
of EV
systemuser
infrastructure
Keihannademonstration
Malagademonstration

Description

N/A
Done

Done

Done
Done

- Introduction - Establishment - Prediction of - Request to
and operation of a server that charging
chargersupervises EV action ofof EVs,operators that
infrastructure, drivers whochargingareare end users
and analysis
stations,
intermediate
and utilization of EV power
onboardusers of EV
and control of power forsystems, etc., of thetheircollected
incontrol of theconsuming
demonstration information
supplyfield
behavior
Demonstration of chargers
Variable
Optimization Improvement
Monitoring ofof onboard
power control
of power
normalsystemof quick
reception of
chargerchargerquick charger

Modal shift

Keihannademonstration

Done

Done

N/A

N/A

Done

Malagademonstration

N/A

N/A

Done

Done

N/A

Remarks- Items
performed byanothercompany intheconsortium
are omitted- Items outsidethetransportation
sector that are
performed by
MHI areomitted- Items
performed byanothercompany intheconsortium
are omitted- Optimization - Introduction - Study of- Use of- Making theof onboardof charging
information
charging
traffic
equipment
andpower from a from thedemand andequipped with economic
discharging
quick charger vehicle foranunderstanding to/from fixed
to an EV
effects due toacceleration
storagecharging
variable atpossiblesensor or abatteries foractions at
any time for
introduction
navigation
home, etc., in minimization
flattening ofof public
Description
system using a transportationof power
addition to
the power
smartphone
reception
charging at alevelsuch asandfrom thequickelectric buses
demonstration
systemchargingof theirstationfunctions andusability*1 DR is an abbreviation for Demand Response, which is an initiative to control power consumption using
any means as needed following a comparison between the state of the power supply and the predictedconsumption of the power demand.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)8|3. Overview of Demonstration System
For the demonstration of the two projects, MHI developed and manufactured equipment
necessary for their infrastructure and the basis of the demonstration itself. Some of this equipment
is presented below.
(1) Quick charging station
The EV quick charger used in these demonstrations is a charger based on the Japanese
CHAdeMO standard that aims to prevail widely as a global standard. MHI has adopted the DC
link system and a stationary type storage battery system, and MHI is the sole supplier who canprovide such distinctive features as standard.
This combines MHI's stationary lithium ion storage battery with a standard CHAdeMO
quick charger and consists of an EV charging system and a stationary storage battery
charging/discharging system connected through a DC bus line to an AC/DC converter thatconverts AC power supplied by the power system to DC. In addition, this charger can beequipped with an optional photovoltaic (PV) system connected through a DC bus line
(Figure 3) for the effective use of photovoltaic energy for quick charging of EVs (only in the
Keihanna demonstration).
By devising the structure in this way, the power purchase costs for quick charging can be
reduced through storing daytime power generated by the PV system and cheaper midnight
power, and utilizing the stored power for quick charging of EVs. In addition, a function thatenables the use of the stationary storage battery as an emergency power supply in times ofdisaster such as an earthquake have been added.

Figure 3(2)

DC link quick charger with storage battery

Onboard system
To monitor and control the movement of vehicles, which are the main constituents ofroad traffic, equipment that enables interactive communication between the vehicle (driver) andthe center is required. To motivate drivers to introduce onboard systems to their vehicles, thedelivery of useful information (contents) and onboard communication devices that can refer toMitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)9the information on the vehicle in real time are necessary. When affordability is required, the useof a smartphone is an effective way to realize such a device. When high performance and highreliability are required, on the other hand, dedicated onboard equipment is needed.
In the demonstrations, in addition to the concept models of dedicated onboard
equipment , simple onboard systems based on smartphones are also used based on the current
trend (refer to 4-3-(2)).
The dedicated onboard equipment employed for the demonstrations has functions ofremote communication with the center system (management system) through the mobile phone
network, automatic linking to a smartphone in the vehicle through Bluetooth communication,
GPS positioning, data collection through connection to CAN BUS (onboard LAN) and otherfeatures.
(3) Management system
Although many management systems connecting vehicles and the center system throughthe mobile phone network (telematics) have been experimented on and some werecommercialized in the past, their use was limited because of the high communication cost,difficulty in securing a constant power source and the necessity for case by case handling, suchas wire routing in the installation of equipment and interconnection with onboard
communication. In recent years, however, these issues have been resolved by improvements
and cost reductions in the mobile phone network, and the release of EVs.
In these demonstrations, a comprehensive management system with cooperative
functions that link widely to the EV infrastructure such as quick and normal chargers, theircharging quantity accounting systems, xEMS (various energy management systems), etc., inaddition to telematics between EV onboard equipment and the center system, have been
established. This management system assumes cooperation with other smart systems on the
upstream side and seamless linkage (M2M (Machine to Machine), etc.) to devices in otherfields on the downstream side.
The center system machine has a scale-out configuration and supports cloud computing
so that it can correspond to an increase of vehicles in a scalable manner. In addition, measuresfor ensuring security against access from public networks such as encryption, layer separation,access detection, etc., have been undertaken. Figure 4 shows a schematic representation of the
EV management system used for the Keihanna demonstration project.
Furthermore, the Malaga demonstration project employs load sharing and redundancy infurther consideration of the capacity necessary for processing a large quantity of data as social
infrastructure. Therefore the management system has a larger scaled configuration that includes
a data warehouse for the utilization of mass data and BI (Business Intelligence) tools.

Figure 4 Schematic representation of EV management center (Keihanna)Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)10|4. Contents of demonstrations
Both of the two demonstrations are under way (as of September 2013). Some of the contents
that were demonstrated in the past and that will be demonstrated in the future are presented below.

4.1

Management of Power Demand

4.1.1 General Background
When suppliers supply items or services, generally they determine the supply amount
depending on consumer demand. Provided, however, that the benefits to the supplier and a
consumer do not conflict, the consumer's behavior may be changed by telling the consumer
the supplier's requests. In the power field, this mechanism of regulating supply and demandthrough information delivery and encouragement to the consumer is referred to as the demand
response (DR).
It is necessary for power utilization to maintain the supply and the demand balanced at
all times (simultaneous same amount control). In the past, simultaneous same amount control
was attained by regulating the supply amount on the power supply side depending on the
demand. However, it is predicted that regulation only from the supply side will be difficult
due to elements such as the separation of electric power generation and transmission following
electricity deregulation, the relaxation of the regulations of power generation business and theintroduction of a large quantity of renewable energy in the future.
In addition, because the spread of a large quantity of EVs will lead to additional power
demand, and they are not positionally or temporally fixed consumers, difficulty in maintaining
the supply and demand balance will be caused.
For these reasons, it is believed that demand response corresponding to EV power
demand will be required.
4.1.2 Keihanna Demonstration(1) Background and purpose
In the Keihanna demonstration, the CEMS described above aggregates the predicted
power demand of the residential sector, commercial sector, transportation sector, etc., andthe predicted power generation of the PV to calculate the optimal power demand for thatarea, and informs each sector of the optimal power demand as the target demand. Eachsector controls power demand according to the target demand. In this project(transportation sector), timing changes or EV charging restraint is requested to EV users
according to the target demand informed by the CEMS.
This request is sent to EV users basically using email. However, onboard navigation
devices or a web browser can be used as the user interface. The requests to EV users are
not imperative. However, incentive points are given to EV users who have followed therequests (Figure 5). The objective EV users of this demonstration are individual or
corporate participants who have applied for this demonstration in advance and who live in
the Keihanna district (Kyotanabe city, Kizugawa city or Seika-cho).

Figure 5 Control of EV power demandMitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)11(2)

Current state of demonstration
The Keihanna demonstration started in FY2010 and will last five years. The
infrastructure used for this social experiment is basically the same as the system used for
the Malaga demonstration. System operation began in March 2013.
This demonstration system measures the charging power using probe informationfrom the EV onboard system. Probe information represents positional information, vehicle
information, sensor information, etc., sent from the vehicle or the communication terminal
installed in the vehicle. The probe information in this demonstration contains the state ofcharge (SOC) information. Among over-time changes of SOC, increasing portions are
considered as charging and the charging amount is calculated accordingly. By measuring
charging power amount with the probe data, charging conducted not only at charging
stations connected to the center system, but also at private houses or normal publiccharging spots can be understood.
EV charging tends to be performed as normal charging after 11 p.m. using midnight
power. It is also found that there are spikes in demands caused by quick charging during
the daytime (Figure 6).
Additionally, the DR demonstration aiming at peak shifts and cuts of EV charging
power started in December 2012. In the demonstration in FY2012, by requesting that EV
users restrain charging behavior in the specified time zone through email, an
approximately 10% to 20% peak shift/cut rate in that time zone was attained. However,
because this DR effect has too large a daily variation, it is necessary for the establishmentof an EV charging power management method to conduct continuous demonstrations toclarify the controllable factors caused by human behavior.

Figure 6

Trend of EV charging in demonstration

4.1.3 Malaga Demonstration(1) Background and purpose
The Spanish government has announced its target of 250,000 EVs in the country by
2014, and promotes programs related to the promotion of EV use, research anddevelopment, as well as the development of the charging infrastructure, in order to achieve
this target. In Spain, 50% of the total travel amount related to the transportation of people
and goods occurs in cities and their suburbs. Therefore it is expected that the introductionof EVs can be efficiently promoted by developing the charging infrastructure intensively
in these urban areas.
However, if EVs and the charging infrastructure increase sharply in closely spaced
areas, the power company may face the issue where the destabilization of the regional
power supply network may result and the charging infrastructure operator will suffer therisk where power demand concentrated into a certain area or time zone may exceed thecapacity of the power supply or reception at the charging stations. For these reasons, it isnecessary to predict the demand of EV charging in each charging station correctly. If it isexpected that the supply and demand balance cannot be maintained, a system that
disperses the power demand in real time using any method is required.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)12(2)

Current state of demonstration
In the Malaga demonstration, MHI has cooperated with the Endesa Group, aSpanish power company, and has jointly started consideration of a mechanism dedicatedto the stabilization of the power supply and demand balance.
For EV power management, power suppliers (i.e., power generation company,
power transmission company and power distribution company) request “stabilization andsecurity of power network interconnecting charging stations” and “high operation rate andhigh stability of the charging infrastructure.” In other words, they spur EV power demand
while requesting its temporal and spatial leveling.
On the other hand, EV drivers, who are power consumers, basically expect that theybe allowed to use a charging station without restriction on time, place or charging amount.
However, this results in the situation where EV drivers would rather avoid theinconvenience caused by competing with other users, or in reluctance to pay higher
charging fees compared with charging stations in areas with a power allowance.
In this project, drivers are informed of the requests of power suppliers using onboard
equipment to induce them to change their behavior. Such requests to drivers are delivered
as recommendations by a method using the Internet such as an email or a portal site. In
some cases, as an incentive to change behavior, valuable points are given to users who
follow the request (Figure 7).
It is expected that such a management system for changing behavior can be appliedin the future, not only to EV power management but also to the entire transportation field.
MHI plans to establish and verify a mechanism that generally motivates drivers who are
the main movable constituents of transportation as well as the main consuming
constituents.
In the Malaga demonstration project, MHI is considering a mechanism that requests
that not only EV drivers, who are end power users, but also charging station operators,
who are intermediate consumers, restrain the use of electric power. In this way, amechanism that can require quick charging stations covered by the management system tosuppress power output or temporarily stop operation in response to a request from power
suppliers will be established and then verified in the demonstration.

Figure 7

4.2

Demand response

Demonstration for EV charger

4.2.1 General BackgroundIn the demonstrations, the value-added quick chargers described above have been
introduced and their usability and operability are being evaluated. In addition, the electricalcharacteristics of the charger itself will also be evaluated in this demonstration.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)13

4.2.2 Demonstration in Keihanna(1) Variable power output control of quick charger
In the Keihanna demonstration, each quick charger is equipped with a function thatallows an EV user to select charging power output from High (max 33 kW), Medium (max
20 kW), and Low (max 10 kW). This function intends to attain peak cuts by requestingthat EV users suppress charging power output in consideration of the load on the powersystem during quick charging in response to a possible tight supply and demand balance.
Furthermore, when multiple quick chargers in a charging station operate simultaneously inthe future, this variable power output control is an effective technology that allows forcooperation between the chargers, and the suppression of the power reception to thecapacity of the facility or lower.
(2) Understanding of normal charging behavior
There are two types of chargers used: the quick chargers and the normal chargers.
The quick chargers have been introduced by MHI and their charging behaviors are being
evaluated. In addition, the normal chargers introduced in the Keihanna demonstration areconnected to the management system and their charging data are also being collected andevaluated. MHI obtains knowledge for optimum charging infrastructure development bymanaging the data collected from both quick chargers and normal chargers.
4.2.3 Demonstration in Malaga(1) Optimization of power reception of quick charger
MHI plans to control the power storage amount of internal stationary storage
batteries in quick chargers depending on the time or situation. That enables the leveling ofpeaks and valleys of power reception over a day (or a year) and then the reduction of
power receiving contracts (i.e., maximum power reception). In addition, the total power
reception from the power system and the corresponding electricity cost can be suppressedby minimizing the loss from charge and discharge to/from the storage battery.
As a result of these optimizations, the large power receive contract and the cost for
the reinforcement of the power system that were required for quick charging become
unnecessary, and the initial costs of quick charging station operators can be reduced.

4.3

Enhancement of onboard system

The common onboard system used for demonstration is as described in item (2) of section 3.
In the Malaga demonstration, “high performance models in anticipation of developmental
application” and “a configuration utilizing a smartphone that anticipates the need for cheapersystems” are also being demonstrated.
(1) High performance modelThis onboard system incorporates an acceleration sensor and a gyro sensor and enables
the center system to perform matching of the obtained data on an electric map, and then recordor reproduce the driving characteristics. Based on this system, new applications for automobile
insurance, etc., including the reproduction of accidents and safe driving evaluation, can be
developed.
(2) Smartphone cooperation model
In recent years, the functions of smartphones have been enhanced. For some applications,a smartphone can be used for the functions of an onboard system. Therefore MHI will verify
the possibility of replacing an onboard system with a smartphone in the demonstrations.
Specifically, the following will be verified by collecting vehicle (CAN) data and installing on
the vehicle an OBU (On-Board Unit) that can transfer the collected data to the smartphone.
[1] Smartphone linkage application that communicates with the OBU automatically uponentry of the smartphone into the vehicle, and also works as a display device[2] Affordable support functions utilizing a general purpose navigation API (Application
Programming Interface), etc.
[3] Simple configuration of a single unit of a smartphone or a smartphone with additional
simple equipment that performs the major functions of the onboard system
Based on these verifications, MHI will appeal to users about the advantages of installing
an onboard system that can offer attractive contents at a moderate price.

Mitsubishi Heavy Industries Technical Review Vol. 50 No. 4 (December 2013)14

4.4

Modal shift

To achieve a reduction in carbon emissions and energy saving in the transportation sector, amodal shift from private vehicles, etc., to a low carbon transportation system such as public
transportation, etc., is indispensable. In the Keihanna demonstration, MHI investigated the actual
conditions of transportation in that area and created a traffic demand model based on a method oftransportation engineering to establish a planning method to design a low carbon transportation
plan suitable to the regional characteristics. The creation of the traffic demand model used amethod of disaggregate modeling (logit modeling). This is a way of thinking in which thetransportation method is selected from multiple choices depending on the effectiveness of each,based on the principle that the occurrence of traffic is caused by people themselves. This traffic
demand model can be applied to anywhere, not only to Keihanna Science City, provided that theactual conditions of transportation in that area can be understood.

|5. Conclusion
Both the Keihanna and Malaga demonstrations have completed the building of theinfrastructure, and the acquisition and analysis of the data has commenced. As a result, a large
quantity of data will be accumulated in the management center. Therefore the anticipated futureissue is the analysis and utilization of the large amount of transportation data. In addition, theefficient processing of a significant amount of telematic transactions will be required.
Similarly to the spread of Internet terminals to families and mobile terminals to individuals,
it is expected that communication terminals for vehicles will rapidly spread within a few years.
Because of this, it is thought that operator needs for mechanisms of control on the center system
and information gathering will rise.
As described above, while bringing the initiative for smartification of the whole community
into view, MHI is assuming the following four related business areas in the EV field.
[1] Vehicle management (Telematics)[2] Charger management (Charger Sales/Operation Management)[3] Power resale (Recharger Business)[4] Power management
In the demonstrations, MHI plans to establish a future business hypothesis, verify thetechnologies and simultaneously consider and verify services appealing to users and operators
during the demonstration period.