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Position statement
European Commission’s proposal for the directive on the introduction of alternative fuels infrastructure
KredEx, 13.02.2013
Why do we have a position?
• KredEx operates the largest quick charging network in Europe with more than 150 quick chargers running today
• The total number of quick chargers in our network will be 165
• We provide electric vehicle grants for full-EV’s and plug-in hybrids
• We run awareness raising campaigns for electric vehicles
The largest quick charging network in Europe
Quick factsProject start: March 2011Installation start: June 2012
Quick chargers working: 151Total number: 165
The directive
has strong impact to the electric vehicle market in coming years, because:
– it demands alternative fuel policy frameworks from national governments
– it regulates the infrastructure density in whole Europe
– it regulates the charging standards for whole Europe
Contents of our position
• General position• Position regarding national policy frameworks• Position regarding the standardization• Position regarding the density of the
infrastructure
GENERAL POSITION
Welcome!We welcome this proposal of the directive, because we believe that:
•Alternative fuel vehicles need a strong political support in the early years to overcome market barriers
•Member states should develop national policy frameworks regarding the alternative fuels
•Our experience shows that the missing public infrastructure is the main barrier for wider adoption of electric vehicles
• It demonstrates that we are on the right path to promote electric vehicles in Estonia
NATIONAL POLICY FRAMEWORKS
Key: the political commitment
We agree with Commission that in order to move to next level certain prerequisites must be fulfilled, especially national policy frameworks to support alternative fuels
However – this cannot be achieved in a hurry. The member states stand in different positions today and we should first level the playground.
Penetration of EV’s in various countries
Percentage of the EVs among car stock (M1 category)
National policy frameworks
• Focus should be on following topics:– Leveling the playground: raising the awareness– Penetration of alternative fuel vehicles– Deployment of the public infrastructure and interoperability– Sustainable financing mechanisms to support alternative
fuels uptake• Optional components:
– RD&I developments– Energy market regulation– Regulation of domestic/office charging
STANDARDIZATION
Charging use casesPrivate charging
Dedicated to one person
Usually with general house electricity bill
(Usually) None
Public charging
Anybody (with authorization)
Billing systems
RFID, SMS, keys, etc.
Who can charge
Payment method
Authentication
Main components of charging system
Connector/plugConnector/plug
carinlet
charging pointinlet
cable
Charging point Electric vehicle
Connector and inlet solutions for slow charging
Type 11 phasemax 32A, 230V
Type 21 and 3 phase32-63A, 230V, 400V
Type 31 and 3 phase32A, 230V, 400V
charging point side car side
Not widely used in the EU
Used in public charging in some countries in Europe (IRL, UK, DE, EE)
Used in few countries in Europe(FRA, IT)
Widely used in Europe for home charging
American, Japanese OEMs + PSA group + Renault early models
European manufacturers(now only Renault Zoe)
None
None
Connector type
Schüco1 phasemax 16A, 230V
Proposed as common plug for Europe
Connector and inlet solutions for fast charging
CHAdeMO
Combo2
charging point side is always fixed
car side
Japanese OEMs + PSA group
None
Renault Zoe
Connector type
AC
125A DC (max 200A)50kW (max 100kW)CAN-BUS communications
Up tp 200A DCUp to 100kWPLC communicationsGreenPHY protocol
Up tp 63A ACUp to 43kW
Proposed as common plugs for Europe
Language problem• Behind the fast charging plug is the language (protocol)• In case of Combo2 its GreenPHY Homeplug
– Standard protocol for data exchange over the power line for home smart grid solutions
– Faster, more data – Maybe unreliable (not dedicated line, noisy)– There is no need for extra functionality– Not available in any cars at the moment
• In case of CHAdeMO its CAN– Standard protocol for in-car data exchange (already in all cars)– robust but limited data scope– reliable (modern cars use CAN even to control brakes)– sufficient to control fast charging
Approach to choose the solution
• For private charging– It’s very local decision as EV user chooses its own “base
station” technology based on local market conditions.– The need for EU-wide consensus is overemphasized
• For public charging– There is clear need for fast charging solution– Fast charging is easier to set up as it demands less
locations (they are very expensive)– However – the technology needs to be well-tested and
proven, because its expensive and have long payback time
Fast charging
• It’s more expensive than AC charging– High connection fees– Hardware is more expensive– Maintenance and service is more expensive
• But it serves more cars per charging point• Users love quick charging
CHAdeMO vs Combo2
CHAdeMO• Longer experience• Well tested and proven• More cars available today• More installations in Europe• First car available in
European market: 2010
Combo2• Backed by ACEA• Allows two-in-one inlet• First car available in the EU
market: 2014
CHAdeMO vs Combo
CHAdeMO Combo1
Combo2
Side-by-side (measures)
CHAdeMO
Combo: 90,5x119,5 mm
CHAdeMO: 77x82,4 mm
Market development by models (in Estonia)
2010 2011 2012 2013 2014 2014+
A
B
C
J
LDV
Nissan eNV200Reanult Kangoo ZEPeugeot Partner ElectricCitroen Berlingo Electric
Mitsubishi Outlander PHEV
Opel AmperaRenault Fluence ZE
Nissan LeafToyota Prius Plug-in HybridRenault ZoeVolkswagen Golf ElectricBMW i3
Mitsubishi iMievCitroen C-ZeroPeugeot iON
Charging optionsCHAdeMO fast charging (8)AC slow only (2)AC Mode 3 Type 2/Type 3 (2)Combo Type 2 (2)
One plug does not solve the problem
We don’t think that one plug solves the European problems of alternative fuels uptake
• Electric vehicle charging infrastructure is still in rapid evolution process and we have too limited experience to commit to one plug type.
• EV’s have short range and therefore the need for pan-European single plug is over emphasized. It’s a local car.
• EV manufacturers can and already have adapted their models to local markets (Nordic-packages for example).
Our position
• Member states should adopt a catalogue fast charging standard: AC fast, CHAdeMO, Combo2
• Empower the consumer to make the choice!• Encourage multi-connector quick chargers – it
helps the younger standards (Combo2) to overcome it’s early adoption problems.
DENSITY OF INFRASTRUCTURE
Our experience
• Charging point locations and parking places are highly valued in cities
• Preparations to set up the charging spots are expensive
• You need to have optimal number of charging points that balances between convenience of users and cost of the infrastructure
• Quick charger is better solution for public infrastructure
Usage of quick chargers
• One quick charger can serve 10-20 electric vehicles per day
• Average charging power: 20kW• Theoretical capacity of QC: 480kWh per day• Realistic capacity of QC: 120kWh per day• Average charge per session: 7kWh• Number of cars per day our network of 165 quick
chargers can serve– Realistic scenario: 2500-3000 cars– Maximum scenario: 7000-10 000 cars
Principles of quick charger distribution
• 40-50km distance between charging points in main roads
• 1 charger in towns with 3000 – 10 000 inhabitants
• 1 quick charger per 10 000 inhabitants in larger cities
• Services (shopping, caffeteria, etc) nearby.
Our position
• Directive should set targets to PUBLIC chargers only. The number of private chargers does not need to be regulated.
• Quick chargers should be preferred and they should count for 7-10 regular chargers
• Quick chargers should be installed in main roads by the interval of 40 kilometers
• In cities with more than 3000 inhabitants, there should be one quick charger
• In larger cities (more than 10000 inhabitants), there should be one quick charger per 10 000 inhabitant.
THANK YOU!
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