Sahyadri College of Engineering, Mangalore

Harvesting Roadway Solar Energy-Performance of the Installed Infrastructure Integrated PV BikePath
CHAPTER 1
INTRODUCTION
Ongoing years have seen quickly diminishing expenses of sun powered photovoltaic (PV)
modules at developing working proficiency. It was accounted for that for each doubling of
module shipments in MWp, the selling costs have diminished by 22.5%, while trial showings
demonstrate that cell proficiency in the upwards of 20% is attainable.
In any case, the capacity to create helpful energy from sun powered light is restricted by the land
constraint because of its scattered nature. By gathering the solar energy from roadways, it is
possible to increase the usage of land devoted toward transportation. In particular, by utilizing
infrastructure integrated PV (IIPV) technology for controlling the roadway loads, the grid
reliance can be limited, while additionally lessening the distribution losses and necessities for
copper, accordingly giving economic benefits. IIPV may likewise contribute in mitigating issues
identified with critical infrastructure upgradation in distribution grids because of high
determined interest with the coming of electric vehicles (EVs).
Utilizing a piezoelectric transducer to convert mechanical strain from passing vehicles, energy
can be harvested in electrical form, distinguishing interstate highways with fast and traffic
volumes as perfect competitors, the model with 4 piezoelectric components was evaluated to
create 1080 Wh every year dependent on the expected traffic conditions. Notwithstanding, low
power densities of 2 mW constrained the application to off-grid LED traffic lighting and
embedded wireless sensors. Joining this technology with specialized techniques, a novel "smart
road" answer for recognizing presence, direction and speed of vehicles was created. Expanding
the idea, energy investment funds might be accomplished by design of intelligent lighting
systems working based on sensed vehicle movement.
Execution of solar PV plants for creating power with reasonable energy thickness for supporting
the grid would require noteworthy amounts of land, a need that definitely contends with other
essential uses, for example, horticulture, lodging, and transportation.
The object of this paper is to share the experience picked up from the gathered execution
parameters of the introduced SR IIPV bicycle way in The Netherlands following one operational
year.
Sahyadri College of Engineering, Mangalore 1

CHAPTER 2
OBJECTIVE
The main purpose of solar roadways is to generate clean renewable energy on roadways and any
other surface that can be walked or driven upon. That would include parking lots, sidewaks,
driveways, garden paths etc.

CHAPTER 3
LITERATURE SURVEY
[1]. Azin SadeghiDezfooli and Hamze Zakeri, "solar powered pavements: New emerging
technology," The present work is directed to assess the achievability of utilizing solar based
pavements as a sustainable vitality maker to supply electrical vitality. For this reason, we
arranged two models entitled as "solar panel" (sun powered cell installed in rubber and Plexiglas)
and "solar pavement" (sun oriented cell implanted between two permeable elastic layers) which
both are equipped for collecting and changing over the sun based vitality into photovoltaic cells.
In this work, segments of the solar pavements were presented. These two planned asphalts were
evaluated in terms of supply vitality, surface surface safety movement, and structural
performance.
2]. Md. Sultan Mahmud and Md. Wazedur Rahman, "Solar highway in Bangladesh using
bifacial PV," Renewable vitality is one of the nature base sources of vitality which is called
clean vitality. Sun oriented vitality is one of the nature base vitality among sustainable power
source which is used by the photovoltaic effect. Bangladesh has enormous chance to use sun
powered vitality to fulfill the future vitality need just as help to lessen the earth unsafe material
which really delivered by fuel base power plant. Be that as it may, to use sun based base power
plant require immense measure of land territory which isn't possible for overpopulated nation
like Bangladesh. Bangladesh has 3790.861km national thruway, 4206.121km territorial roadway
just as 13121.757 km area street. Moreover, open space of the streets is available. By changing
over these streets into solar based roadway by vertically introduced bifacial solar module will be
open new entryway for power age in the Bangladesh. The entire research work of implementing
solar expressway will give a detail thought like the idea of vertical establishment of bifacial sun
powered board, sun based board productivity and so on. The power age dependent on these
thoughts are enhanced by theoretical and simulation information analysis. So it is crucial time to
use bifacial PV based sun based roadway with last idea.

[3]. Venugopal Prasanth and Natalia Scheele, "Green energy based inductive self-healing
highways of the future," This paper manages an efficient power vitality expressway in the
Netherlands. Here, the advancement of electric mobility and self-driving cars is presented. The
thoughts of wireless power integration with environmentally friendly power vitality innovations
- sunlight based and wind is considered. If there should be an occurrence of wind vitality,
conventional turbines and bladeless vortex are considered as alternatives. Solar roads along the
emergency lanes are likewise explored. A Dutch highway A12 is considered as a case study and
measuring of these vitality sources for electric mobility is considered. A grid power demand
profile is considered and number of EVs that can be charged hourly is determined. An initial
examination of the blend of IPT and Self-Healing streets is considered in this investigation.
[4]. This paper introduces a step by step system for the simulation of photovoltaic modules with
Matlab/Simulink. One-diode identical circuit is utilized so as to explore I-V and P-V
characteristics of a common 36 W solard module. The proposed model is structured with an easy
to understand symbols and an dialog box like Simulink block libraries.

CHAPTER 4
METHODOLOGY
Fig. 1. Photo of the installed SR bike path.

(Installed Solar Road Infrastructure Integrated Photovoltaic Bike Path in The Netherlands)
The SR bicycle way introduced at Krommenie, the area of North Holland, is appeared in Fig. 1.
The green bureau toward the right of the image houses the grid connected inverters. Every
significant calculation offered in this paper are comparing to the area cooordinates 52.494◦ N,
4.7666◦ E.
Moreover, the impact of static shading is incorporated in the model by methods for horizon
images taken at the area. In this regard, the SR can be subdivided into three zones covering
33% of the each street. horizon images shows maximum impact of static shading in Zone 3.

Fig. 2. Geometrical and electrical layout of the installed SR bike path.
4.1 SYSTEM DESCRIPTION
The SR bicycle path comprises of 27 precast concrete components, of which one half is
equipped with solar modules and the other half is a conventional concrete surface. Every one of
these components has two modules, making a total of 54 modules. These polycrys-talline
silicon modules are endowed with 80 wafer-based cells and exhibit a rated output varying
between 293 and 313 Wp.
The schematic review of the electrical framework is appeared in Fig. 2. The absolute dc control
delivered by all the SR modules is fed into six parallel-working grid connected inverters
through the module-level dc/dc converter.
If anticipated dc power is more than multiples of individual inverter rating of 2.5 kW, the SR
power output is redistributed utilizing an extra inverter. The theoretical energy yield estimates
gave in this paper include the the input-power-dependent efficiency curve of the 6 inverter

network. In light of theoretical estimations, it was discovered that the inverter performance is
near its rated efficiency of 96% when the dc power delivered by the SR (total for all modules) is
higher than 1 kW. The peak predicted inverter power output was 10.5 kW.
4.2.PERFORMANCE ANALYSIS
Global Irradiance at Installation Location
Corresponding to the azimuth and altitude of the sun for the location, the theoretical incoming
irradiance in terms of both direct and diffuse components (W/m2) is calculated for every minute
of the year 2015.
The direct irradiance varies based on different cloud cover and rainfall and can be represented by
the Linke turbidity factor.
It can be observed that the irradiance is maximum between 10:00 A.M. to 2:00 Pm. The
maximum incident global irradiance is 876 W/m2.

4.3.TRANSMITTANCE CHARACTERISTICS OF ANTI-SKID LAYER
The structure of an SR element is shown in Fig. 4. Individual layers and the location of
thermocouples for temperature measurements are depicted.
The antiskid layer is installed at the topmost surface of the SR to give sufficient friction to the
above moving wheels. This layer is absent in ordinary housetop PVs, and there-fore, its optical
properties impact the thermal and electrical performance of the SR. The transmittance of light
through the antiskid layer was estimated utilizing the PerkinElmer Lambda 950
Spectrophotometer and evaluated by following the numerical methodology portrayed in, as
appeared in Fig. 5. From our measurementd and resulting estimations dependent on, it was
presumed that the antiskid layer is isotropic, with average spectral transmission diminishing
from 73% to 45%, as the angle of frequency increased from 0◦ to 75◦.

Fig. 6. Measured and estimated module temperatures. (a) Typical day in January. (b) Typical
day in June.
Fig. 7. Estimated SR module efficiency evaluated throughout the year 2015 a function of the
estimated irradiance and operating temperature.

4.4.THERMAL BEHAVIOUR OF SOLAR ROAD ELEMENT

Since the PV modules are sandwiched between the antiskid layer on the top and the concrete slab
at the base, the thermal behaviour is not quite the same as conventionally installed modules. The
extra antiskid layer on top modifies the portion of irradiance reaching the cell and, in this
manner,affects the temperature of the module. As the PV module is introduced underneath the
ground surface, there is no convective cooling on its back surface and decreased on the top
surface due to the antiskid layer. Moreover, the ground goes about as a massuve heat sink
through the underlying concrete slab. The development of detailed thermal model was regarded
necessary not only to guarantee that the SR component was working insideinside the thermal
limit, yet in addition to estimate the electrical deterioration due to the rise in working
temperature.
A comparison of the estimated and measured module temperatures for a typical winter and
summer day is shown in Fig. 6. It can observed that the peak estimated temperature is lower than
that measured in the month of January, when typically low peak irradiance and ambient
temperature is expected. In June, on the other hand, the peak of the estimated temperature is
significantly higher than the measured value. During this month, a high irradiance and ambient
temperature is expected.

CHAPTER 5
RESULTS
5.1.EXPERIMENTAL RESULTS
Theoretical Efficiency and Energy Yield
The module efficiency depending on time-varying estimated irradiance and operating
temperature is shown in Fig. 7.
In the figure, the region with a red shade represents the time zones with high working efficiency.
The lighter blue region is the place irradiance has tumbled to zero, and consequently, the SR isn't
creating power. A clear dependence of efficiency onthe irradiance levels can be seen from the
contour lines. In fact, the contour lines resemble the solar path during the year for the installation
site. Few instances of lower efficiency within the innermost contour (10:00 A.M to 2:00 P.M in the
months of June and July) are due to high operating temperature. The maximimum efficiency
achieved by the PV module is 12.10%. The maximum predicted anticipated module dc power
output is 243 W, which is achieved during maximum irradiation condition at the installation area.
Fig. 7. Estimated SR module efficiency evaluated throughout the year 2015 as a function of the estimated
irradiance and operating temperature.

The power infused into the ac grid was computed for the SR interfacing electrical framework
and simple control rules depicted in system description. The annual energy yield of the SR was
theoretically evaluated at 92.86 kWh/m2, with a successful cumulative yearly efficiency of
9.08% as observed from ac grid. This means a yearly yield of 712 kWh/kWp, which is
marginally lower than the expected range of 750– 900 kWh/kWp typically for PV
establishments in The Netherlands. Notwithstanding this number being generally lower than
build added PV systems (i.e., optimal tilt and orientation ), it is still appealing as originating
from a region with PV potential generally left unused.
Comparative analysis of experimental data
Fig. 8. Comparison between the measured energy and the predicted energy for the year 2015
The annual energy yield measured for the year 2015 is78 KWh/m2, and the energy yield
predicted from the performance model is 92.86 kWh/m2, resulting in overestimation by 16%.
Fig. 8 shows the monthly predicted and measured energy yield.The measured energy yield for
June is low despite the maximum irradiance received in this month. This is mostly because the
SR was shut down for a week during this period. In addition, other reasons for the difference

between measured and predicted energy yield are highlighted in the following.
Model limitations: Some differences between prediction and measurements is expected because
of deviations in assumptions (material properties, shading, neglected thermal inertia, in addition
to other things),imprecise inputs such as ambient temperature and wind profile, and limited
ability to represent reality through mathematical models.
Error in irradiance prediction: In calculating the energy yield, the worldwide irradiance at the
establishment site dependent on sun's position over the site was utilized. When the actual on-site
irradiance measurement was used, the anticipated yield diminished by 2% to 91 kWh/m2.
Dynamic shading and shutdown: Dynamic shading relating to partial coverage of SR parts due
to moving bikes likewise prompts difference between the measured and anticipated yield. It is
difficult to show in perspective on its reliance on the traffic conduct the extent that the amount
of bikes, speed of movement, and day by day/seasonal. In addition, deviation because of
operational shutdowns (both scheduled and contingent) is similarly possible. These operational
perspectives essentially affect the total effectiveness that must be determined in at the arranging
period of the establishment. For instance, the detrimental impact of dynamic shading increases
with irradiance.
Long-term performance: Further research is expected upon to discover the long haul execution
of the SR segments with operational wear and tear, including, yet not restricted to, soiling. The
knowledge will influence the decision on maintenance requirements of this technology. The
vitality yield and the thermal profile benchmarks offered so far are specific to PV cell
technology and the establishment site for the SR venture. Along these lines, the ordinary
benchmarks may change if the in-module PV transformation cell is changed or the installation
site is different, by this way impacting the decision of inherent components of the SR technology.

PC = polycrystalline, MC = monocrystalline
Table II outlines both the evaluated annual energy yield per unit area and the equivalent sun
hours (ESH). While the ESH is purely a measure of the insulation available at a particular place,
the energy yield per unit area is a measure of both the meteorological conditions of the place as
well as the PV technology performance.
As seen in Table II, the monocrystalline technology in Brazzaville performs the best out of all the
technology–location combinations. It can be inferred that the PV technology with higher
efficiency in a region with higher ESH exhibits a higher energy yield.
To determine the impact of the diurnal variation of irradiance and the operating temperature on the
performance of different PV modules, the module identity factor (MIF) is used. The MIF can be
defined as the factor that indicates the proportion of the estimated PV yield actually available in
the duration of interest [35]. The mathematical relation for the MIF is shown as follows [35]:
MIF = Energy yield with varying operating efficiency ×100 .

Energy yield with constant (rated) operating efficiency
The greater is the value of the MIF, the lower is the reduction in performance of the technology
due to the thermally induced and/or irradiance losses. That is, a MIF value of 100% indicates that
the module of the given PV technology performs constantly at the STC-rated efficiency.

Fig. 9. Comparison of MIF values calculated for different PV technologies over various locations around the world. KR = Krommenie, CH
= Chicago, DO = Doha, BZ = Brazzaville, MY = Mysore, and BR = Brisbane.
Fig. 9 shows the variation in performance of different PV technologies at the chosen locations
in terms of the MIF factor, while Fig. 10 shows the variation in the average module
temperatures.
It can observed that the CIGS module has the largest reduction in performance, even though
it has a slightly better thermal coefficient as compared with polycrystalline module (see Table
I). This is due to higher operating temperatures leading to lower efficiency.

The location with the highest ESH, i.e., Brazzaville, also has the least MIF value across all the
considered PV technologies. This is because the higher irradiance values are also accom-
panied by the higher module temperature values experienced by the PV technologies in the
location (see Fig. 10). Similarly, Kromennie, despite the enjoying the least ESH, exhibits the
highest MIF value owing to the smallest average module temperature. From the considered PV
technologies, monocrystalline performs the best due to the higher operating efficiency with
lower sensitivity toward temperature.
Thus, it is seen that the MIF value can give insight into the thermal performance of the
particular PV technology module for a given location. Additionally, it is concluded that for SR
conditions, while monocrystalline silicon is the best of the three considered technologies, in
terms of the thermally induced losses, Krommenie is the optimal location choice.

CHAPTER 6
CONCLUSION
 The measured performance of the installed SR in Krommenie, close to Amsterdam, is in

agreement with the theoretically anticipated outcomes. The measured cumulative annual
energy yield was 78 kWh/m2, which is about 16% yield lower than expected (93
kWh/m2). A few components explaining this distinction were featured, for example,
model limitations, irradiance prediction error, unaccounted dynamic, and operational
shutdown losses.
 In light of the best performing module, which was inside 5% of the anticipated yield, the
benchmark yearly vitality yield desire for SR innovation is set at 85– 90
kWh/m2,specific to the installation site. This number is smaller than the regular power
yield of optimized build-added PV systems, yet is appealing because of the use of area
with PV potential otherwise left unused. With market development, the objective ought
to be to improve this number. Moreover, utilizing monocrystalline cells, the yearly yield
can theoretically be improved by about 1.5 times for same area as compared with
polycrystalline.
 From the point of view of the MIF, Krommenie performs the best in terms of thermally
induced losses. Again, the monocrystalline cell outperforms in terms of both the absolute
value of the MIF and the temperature-dependent swing with high ESH locations.
 For locations such as Doha, Brazzaville, Mysore, and Brisbane significantly higher
annual energy yields (about two times) can be obtained as compared with Krommenie.
CIGS cells show the highest operating temperatures, lowest MIF and the maximum
temperature dependent swing in location specific MIF. At lowest operating temperatures
monocrystalline technology offered the highest yield.

REFERENCES
[1] Azin Sadeghi Dezfooli and Hamze Zakeri, “Solar pavements: New emerging technology,”
Elsvier, Tehran, Iran, 2016, pp.272-284.
[2] Md. Sultan Mahmud and Md. Wazedur Rahman, “Solar highway in Bangladesh using
bifacial PV,” IEEE, 2018.
[3] Venugopal Prasanth and Natalia Scheele, “Green energy based inductive self-healing
highways of the future,” in Proc. IEEE Transp. Electrific, Dearborn, MI, USA, 2016, pp. 1–8.
[4]. N Pandirajan and Raghunath Muthu, "Mathematical modeling of photovoltaic modulewith

Simulink," International conference on electrical energy systems, Kalavakkam, Tamil Nadu,
India, 2011.

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Harvesting Roadway Solar Energy-Performance of the Installed Infrastructure Integrated PV BikePath

Sahyadri College of Engineering, Mangalore 1

Sahyadri College of Engineering, Mangalore 2

Sahyadri College of Engineering, Mangalore 3

Sahyadri College of Engineering, Mangalore 4

Fig. 1. Photo of the installed SR bike path.

Sahyadri College of Engineering, Mangalore 5

Fig. 2. Geometrical and electrical layout of the installed SR bike path.

4.1 SYSTEM DESCRIPTION

Sahyadri College of Engineering, Mangalore 6

Global Irradiance at Installation Location

Sahyadri College of Engineering, Mangalore 7

4.3.TRANSMITTANCE CHARACTERISTICS OF ANTI-SKID LAYER

Sahyadri College of Engineering, Mangalore 8

Sahyadri College of Engineering, Mangalore 9

4.4.THERMAL BEHAVIOUR OF SOLAR ROAD ELEMENT

Sahyadri College of Engineering, Mangalore 10

Sahyadri College of Engineering, Mangalore 11

Comparative analysis of experimental data

Sahyadri College of Engineering, Mangalore 12

Sahyadri College of Engineering, Mangalore 13

MIF = Energy yield with varying operating efficiency ×100 .

Sahyadri College of Engineering, Mangalore 14

Sahyadri College of Engineering, Mangalore 15

Sahyadri College of Engineering, Mangalore 16

 The measured performance of the installed SR in Krommenie, close to Amsterdam, is in

Sahyadri College of Engineering, Mangalore 17

[4]. N Pandirajan and Raghunath Muthu, "Mathematical modeling of photovoltaic modulewith

Sahyadri College of Engineering, Mangalore 18

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