Managing electrical power in commercial parking lots is one of the most common operational challenges for shopping centers, supermarkets, and retail parks: to address these needs, Powy we design and install smart charging infrastructure tailored to balance the power consumption of the charging stations with the facility’s regular power needs.
In situations where charging stations are connected downstream of a building’s existing power supply, the use of Dynamic Load Management (DLM) can allow for the installation of more charging stations without requiring the utility to grant costly increases in contracted or available power capacity, while also reducing the risk of power outages caused by exceeding contractual thresholds.
Note to the reader: This article explores the economic, operational, and space-management impacts on the retail sector. If you’re looking for a more comprehensive overview, please refer to our dedicated technical guide on dynamic load management.
1. Smart Charging and Dynamic Load Management (DLM): The Differences
Although the two terms are sometimes confused, they serve distinct and complementary functions:
- Smart charging (the management ecosystem): This is the digital connectivity platform that links vehicles, charging stations, and cloud-based monitoring infrastructure (typically via the open standard OCPP protocol). It allows users to remotely check the operational status of charging stations, manage support, authorize charging sessions, and process payments.
- Dynamic Load Management – DLM (the load-balancing algorithm): This is the field control component that modulates the power supplied to connected vehicles in real time. The system monitors the building’s energy consumption (air conditioning systems, refrigerated display cases, lighting) moment by moment and allocates only the residual electrical capacity that is actually available to the charging stations.
2. The constraint on available power: avoiding contractual increases
A common mistake in planning is to calculate the required power by simply adding up the rated power of all the planned outlets. For example, for 8 AC outlets (AC) rated at 22 kW each, a purely theoretical calculation would result in a fixed requirement of 176 kW.
Requesting a permanent increase in available power from the local utility may result in:
- A fixed and ongoing increase in the power charges on the utility bill;
- Any extraordinary costs associated with upgrading transformers and switchgear in the electrical substation;
- The distributor's approval and connection times, which can delay the project's completion.
With the adoption of the DLM, the plant instead utilizes the power that has already been contracted but is temporarily unused by the shopping center’s customers, thereby protecting the line and limiting fixed operating costs.
3. Static Balancing vs. Dynamic Balancing (DLM)
| Feature | Static Balancing | Dynamic Load Management (DLM) |
| Power Allocation | Set a strict, fixed limit (e.g., a fixed reserve of 40 kW dedicated to charging). | It measures the building's actual power consumption and allocates the instantaneous residual power to the outlets. |
| Energy Efficiency | Low: It does not take advantage of the natural fluctuations in the building's energy consumption throughout the day. | Optimal: It captures and utilizes every kW released by the building at different times of the day. |
| Risk of line disconnection | Low, though very conservative, but completely inflexible and disadvantageous to users. | Reduced: The system adjusts the charging power based on the building's energy consumption and the set limits, helping to prevent the available power from being exceeded. |
| Parking Scalability | It often requires an increase in supply capacity to add new stations. | High: This often allows you to manage a larger number of outlets with the same power supply. |
4. Applied numerical example: shopping center with 200 kW of available power
Let’s take as an example a shopping center with an available contracted power of 200 kW and a charging system consisting of 4 dual-outlet charging stations (8 charging points, each with a nominal power of 22 kW, for a potential peak demand of 176 kW).
With static limit management, the facility would need to set a conservative upper limit of 40 kW to avoid the risk of power disconnection during the building’s peak hours. With the DLM system, however, the power output continuously adapts to the building’s consumption patterns:
| Time of Day | Utility Consumption for the Property | Available residual power | Fixed-Limit Control (40 kW) | Recharge with DLM | Operating Profit |
| 11:30 a.m. (peak attendance) | 160 kW | 40 kW | 40 kW (5 kW per outlet with 8 cars plugged in) | 40 kW (5 kW per outlet with 8 cars connected) | The line is protected against power outages; the trains operate at reduced speed without disrupting tunnel service. |
| 3:30 p.m. (drop in building energy consumption) | 110 kW | 90 kW | 40 kW (5 kW per outlet, limit locked) | 90 kW (11.25 kW average per outlet with 8 cars) | The charging speed more than doubles, recovering 50 kW that would otherwise be wasted. |
| 10:30 p.m. (businesses closed) | 24 kW | 176 kW | 40 kW (5 kW per outlet, limit locked) | 176 kW (up to 22 kW per charging point) | The infrastructure provides the maximum rated power to vehicles parked during the evening and night hours. |
5. Integration with the company’s solar power system
In retail centers equipped with rooftop solar systems or photovoltaic canopies, a dynamic management system can help maximize on-site self-consumption:
- Typical configuration: 100 kWp photovoltaic system.
- Production During Midday Hours: On clear days, the plant generates an average of 80 kW.
- Point-of-sale power consumption: If the business is currently consuming 55 kW, this results in an instantaneous surplus of 25 kW.
If the photovoltaic system generates more energy than is consumed by other appliances, any surplus can be fed into the grid. A properly configured load management system, equipped with energy flow measurement, can increase the power allocated to charging when excess photovoltaic energy is available, thereby helping to boost self-consumption.
6. Applications in Retail: Success Stories Powy
Integrating charging infrastructure into commercial settings requires careful planning that takes into account the characteristics of each site, the available power, and the needs of visitors. Powy operates in this field through projects that integrate electric vehicle charging into the everyday shopping experience, from large retail chains to shopping malls and outlet centers.
A prime example is the partnership with PAC 2000A – Conad, a major retail chain. The project demonstrates how charging services can be integrated into store parking lots, allowing customers to charge their vehicles while shopping and contributing to the evolution of services offered by retail facilities.
A second example is that of McArthurGlen, which has installed charging infrastructure at four Italian Designer Outlets: Serravalle, Noventa di Piave, Castel Romano, and La Reggia. The network includes 8 hubs and 118 charging points, of which 110 are AC (AC) and 8 are DC (DC), to meet the various charging needs of visitors during their stay at the outlets.
These projects demonstrate how electric vehicle charging can be integrated into commercial settings with different characteristics and dwell times. In facilities of this type, dynamic load balancing may be a solution worth considering to manage available power and coordinate the operation of charging stations based on the site’s needs.
Frequently Asked Questions (FAQ)
How much does it cost to implement a DLM system in a commercial parking lot?
In the long-term concession or partnership models developed by Powy, the investment for installing charging stations and for the hardware and software components necessary for dynamic load management can be borne directly by the operator. The possibility of carrying out the project without any direct costs to the property owner is evaluated on a case-by-case basis, based on a technical and economic feasibility study.
What is the average time required for installation and activation?
The timeline depends on the characteristics of the existing electrical system, the complexity of the work, the number of charging points to be installed, and any necessary modifications to the electrical panel. Integration with the existing infrastructure, supported by a DLM system, can help minimize the need for upgrades to the electrical supply, when technically feasible. However, the overall duration of the project must be determined on a case-by-case basis, taking into account the design, permitting, installation, and commissioning phases.
Is the DLM system compatible with existing infrastructure or charging stations?
In principle, yes. Compatibility depends on the characteristics of the existing charging stations, the supported communication protocols, and the ability to integrate the management system with the electrical system. It may also be necessary to install power analyzers or other measuring devices at appropriate points in the system. Powy conducts a preliminary assessment to evaluate the feasibility of the integration and identify any necessary adjustments.
Does dynamic balancing slow down customer recharging too much?
Dynamic Load Management (DLM) adjusts the power allocated for charging based on the building’s energy consumption and available power, dynamically distributing resources among the connected vehicles. The power supplied to each vehicle can therefore vary during the parking session without necessarily resulting in a significant slowdown in charging. In retail settings, the assessment must take into account the average length of time visitors stay, the power output of the charging stations, and the number of vehicles charging simultaneously. Proper design allows for balancing the facility’s energy needs with those of its users, making efficient use of the available power. The range regained during the parking session depends on the actual power delivered, charging efficiency, and the vehicle’s specifications.
Methodological Note: The examples and values provided are for illustrative purposes only. The actual power available for charging depends on the characteristics of the electrical system, the building’s energy consumption patterns, the number and type of charging stations installed, and the site’s operating conditions. Each project requires a specific technical and energy feasibility analysis.
About Powy
Powy a company that owns, develops, and manages Italy's leading independent network of public charging infrastructure for electric vehicles.
Founded in Turin in 2018, Powy is at the forefront of the transition toward more sustainable mobility, offering an innovative charging infrastructure that uses 100% renewable energy—whose origin is certified by Guarantees of Origin (GO)—on its proprietary network, Powy.
Powy 's network includes quick, fast, and ultra-fast charging solutions strategically placed in public and private parking lots, supermarkets, shopping malls, and transportation hubs to ensure maximum convenience and accessibility for EV drivers. Each station is equipped with advanced technologies to provide a reliable and efficient charging experience.
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