Frederic Godemel of Schneider Electric explains why electric mobility needs smarter grids, stable policies, and AI-driven energy management
At Schneider Electric’s Innovation Summit Copenhagen, the global event where the energy digitalization leader showcases its latest technologies and outlines the future of the sector, we sat down with Frederic Godemel, Executive Vice President for Energy Management at Schneider Electric.
With over 30 years of experience across multiple divisions and countries within Schneider Electric, Godemel is one of the company’s most authoritative voices on energy systems transformation. Together, we explored one of today’s most relevant topics: the technological evolution of transport systems within the broader context of the energy transition.
Electric mobility is expanding worldwide, yet true decarbonization will depend on smarter grids, stable regulatory frameworks, and advanced digital management.
Frederic Godemel, Executive Vice President of the Energy Management Division at Schneider Electric, the electrification of transport requires a systemic change that involves networks, regulations, and business models. What are, in your view, the key factors to accelerate this transition, and how is Schneider Electric building a replicable and scalable model?
What we see globally is that electric car sales are now increasing much faster than conventional ones. Last year, electric cars grew by 25% in a mostly flat industry. That means their usage is clearly rising. However, growth is not happening at the forecasted pace, especially in Europe and, to a lesser extent, in the U.S., while China has become the leading country for electric vehicle adoption
To support this electrification of mobility, which is crucial, considering that transport accounts for 30% of CO₂ emissions, and individual mobility alone for 20%, the first step we are taking is strengthening the grid and EV charging infrastructure, which remains one of the main bottlenecks. We directly address this with our technologies.
The second step, more indirect, is working with governments to advocate for regulatory stability. Over the past three or four years, stability has not been the main feature: subsidy policies have been introduced, removed, reintroduced, and removed again. We urge governments to maintain stable, long-term incentives, even if smaller, to give consumers visibility on their return on investment.
The last step is delivering solutions that connect demand and supply. To maximize the benefits of electric mobility, cars need to be charged when electricity is cheapest. This isn’t always possible during long trips, but most journeys are short. If you only need to recharge for 50 to 100 kilometers, you can do it when electricity costs are low, either because you generate it yourself through solar panels, or because you benefit from attractive tariffs from your grid provider. In Europe, we already see periods when tariffs drop to zero or near-zero during the day. Our goal is to automate the connection between supply and demand so that electric car owners enjoy low-cost mobility. The challenge of EVs isn’t charging per se, but charging when electricity is cheapest, and that requires a smart management system that connects producers and consumers in real time.
Schneider Electric, as we’ve just discussed, is a key player in energy management and charging infrastructure. What are today the main technological barriers slowing down large-scale deployment?
The first barrier is the availability of chargers. We now see widespread deployment on highways, but not yet in commercial buildings and multifamily housing. The next frontier is expanding charging solutions in residential and commercial buildings, shopping centers, offices, places where people spend time and could easily recharge.
The rollout began on highways, individual homes, and at some companies eager to demonstrate their sustainability commitment. Still, charger availability remains the main bottleneck.
The second barrier lies in digital capabilities, connecting supply and demand efficiently. Especially for buildings or shopping malls, it’s rare that someone needs to fully charge their car in two hours. What matters is being able to charge at the right cost, and that requires smart, connected systems.
The third barrier, which concerns the longer term, is grid reinforcement. In countries like the Netherlands, there are already tensions on the distribution grid in densely populated areas. Strengthening such infrastructure takes time, often ten years or more. These are the key challenges.
The electrification of transport is also a tool for emission reduction. Yet, in today’s unstable geopolitical context, how can we ensure that electric mobility remains a credible instrument for decarbonization without compromising energy security or economic sustainability?
Globally, electricity demand is now growing twice as fast as total energy demand. According to the International Energy Agency, electricity will likely grow 3% this year, while overall energy demand grows only 1%. That’s a positive sign.
Moreover, as electricity usage increases, its carbon intensity decreases, because new electricity generation increasingly relies on renewables rather than fossil fuels. In Europe, only 20% of power generation still depends on fossil fuels; 80% comes from hydro, renewables, or nuclear.
Meanwhile, transport remains 90% dependent on fossil fuels, and Europe is far from energy independent in that domain. But Europe can be independent in electricity, needing to decarbonize only the remaining 20%, achievable if renewable investments continue. Electrification of end uses, therefore, strengthens energy security, not the opposite.
If countries keep investing in renewables, and some also in nuclear, we can fully decarbonize electricity supply. Using more clean electricity for transport would then replace part of the fossil fuels currently burned. This scenario is already visible at the macro scale, though progress remains too slow. In Europe, electricity represents just 22% of the energy mix, with the rest still dominated by gas and oil. Increasing electricity’s share to 30% would significantly cut emissions without extra costs for consumers.
The key is using abundant renewable electricity, especially during the day, when prices can drop below €0.01 per kWh. Making such prices visible to consumers will accelerate the transition. Today, the debate is more political than technological.
Looking ahead 10–15 years, how does Schneider Electric envision the future of electric mobility and transport?
The future is more electric, and since most electricity will come from renewables, it will also be more variable. Large-scale electric mobility offers a massive storage capacity that can balance those fluctuations.
The future is bidirectional: vehicles will not only consume but also supply energy back to the grid. A clear example is bus depots. At night, when buses are charging, they represent a large power reserve. If grid operators need extra stability, they can draw on that capacity until morning.
Battery technology will continue to evolve. Lithium-ion remains dominant, but new generations, including gallium nitride and others, are emerging. Bidirectional DC chargers are already available, based on transistors allowing energy to flow both ways.
Artificial intelligence is rapidly entering the digitalization of infrastructure and transport. What role can AI play in optimizing energy use, and how is Schneider Electric integrating it?
Balancing demand and supply is too complex for individuals or even building managers to handle manually. AI brings automation into this process, continuously and intelligently.
We’re already launching AI-powered solutions, such as a new thermostat capable of recognizing room patterns and adapting automatically. I often joke that AI will prevent situations like the one I experienced yesterday, struggling to turn off a hotel thermostat.
AI will make complex systems intuitive. Its biggest impact will be in energy efficiency, tackling the invisible waste most people overlook. With sensors and algorithms calculating the optimal balance, we estimate AI can immediately save up to 20% of energy consumption when deployed at scale.
You’ve also worked on circular economy projects within Schneider Electric. Why has circularity become so crucial for the company, and what actions are being taken to ensure a sustainable model?
The first material under pressure due to electrification is copper, and we use a lot of it. That’s why we launched a circular economy initiative based on three key actions.
First, we provide easy access to second-hand, re-warrantied products. We receive equipment back, test it, and re-certify it for use.
Second, we’ve established partnerships with subcontractors specializing in disassembly and material reuse. This works well for copper, though not yet for plastics due to economic constraints.
Third, we’re shifting toward more sustainable raw materials. Together, these actions create a strong foundation for circularity.
Today, circularity is effective for copper and progressing for batteries, with reconditioning and reuse solutions advancing rapidly. Plastics remain a challenge, particularly for fire-resistant types used in electrical equipment, but we’re actively developing viable recycling processes.
In Europe, anyone can already purchase reconditioned Schneider Electric products, and that’s something we strongly encourage.
