A NOC would help tie the actual energy needs of EV drivers to the existing power-generation supply in a city and could help planners map out longer-term energy needs as EV use becomes more common.
"A network operations center would mostly benefit electric utilities," says Tinskey. "So we'd expect that the utilities would be the catalyst if such a system were proposed." But because utilities are focused locally, expanding regional NOCs into a national phenomenon would be "a bit more of a challenge," he says.
A NOC for electric vehicles may prove critical, Koslowski says. He expects that EVs will account for up to 7% of all cars on the road by 2020, and that that percentage will be much higher by 2030. That means their impact on the grid will be much more substantial, and cities will need to know more about where the cars are driving, how to balance the power load, how to distribute charging stations and how to make sure charging is always available.
Koslowski says there is a great opportunity for IT to build the infrastructure, and especially the NOC concept, right from the start. A city with a NOC might be able to feed data to a driver about where to park and charge, or send alerts to drivers as the range of the car is decreasing.
Controlling security for EV communication
Once IT is involved in analyzing data streaming from a Chevy Volt, for example, or helping drivers determine where the closest charging station is located, another technical consideration arises: security for all of this communication. These concerns involve the privacy of the EV data itself, hackers' ability to disrupt communication, and the financial transactions required for charging the car at the local mall.
Ralf Oestreicher, a strategy manager at Mercedes-Benz, says security is a major factor in building the EV infrastructure. He recounted the company's current strategy for the E-Cell prototypes it has deployed in Europe (including a Mercedes AMG E-Cell). For charging purchases, he says, the data is encrypted at the point of charging and stays that way back to the clearinghouse that handles the transaction. Yet the clearinghouse can decrypt and relay only the part of the data that is related to an approved charging station provider -- it decrypts data separately for each provider, rather than using one IT system to decrypt data for every provider. In that way, the driver's data is never aggregated across all charging stations, which could expose it to theft.
Standards are another area where IT can help. Ford's Tinskey says this is still in the early stages. Each individual data silo in the EV infrastructure is technically advanced -- the power companies use a smart grid, the charging stations send data to the EVs about location, and even the car itself uses a standard connection for charging. But the standards for communicating among these silos are not yet in place.
Tinskey says one power utility might have proprietary standards for use within its own utility, but there are no industrywide standards today for communicating the power level of an EV to any utility on the grid, or for aggregating the data about where and when you can get the cheapest charge from any vendor and any power company.
The lack of standards is both a blessing and a curse for EV security because there is a potential to develop secure standards the right way, with participation from multiple vendors, says Tinskey. Fortunately, the EV industry has shown that it is willing cooperate on standards -- for example, the SAE J1772 charging standard is a five-pin plug used on the most popular electric cars, such as the Volt and the Leaf. This plug can transmit data securely from the car, including charge state and range.
Industrywide standards for handling EV data might be slow to develop, Tinskey says, depending on how many people buy the cars over the next few years.
To be sure, the technology to help EVs is mostly in place. Much of what's still needed involves developing the communication between charging station providers, the grid, and the new makes and models. Car companies are already analyzing the rich data from drivers; the next steps will be to use this data to develop better cars and an even more robust EV infrastructure.
John Brandon is a former IT manager at a Fortune 100 company who now writes about technology. He's written more than 2,500 articles in the past 10 years. Follow his tweets at @jmbrandonbb.
This story, "Car tech: Electric vehicles get an IT assist" was originally published by Computerworld.