Overview of Electric Cars

November 2010

Terminology – EVs, HEVs, & PHEVs

• Electric Vehicles: available today– All electric, battery power/electric motor, 70 – 130 mile

range– Zero CO2 emissions at point of use. Example, Nissan

Leaf.

• Hybrid Electric Vehicles: available today– Internal combustion engine is main drive, 400 mile range– Battery recovers some of the braking energy– Electric motor and battery provide power boost – Example: Toyota Prius

• Plug-in Hybrid Electric Vehicles: 2 years away for mass market

– Battery/electric motor drive, with internal combustion engine electricity generator

– 30 mile range on battery, then internal combustion engine used to provide extended range.

– 85% CO2 emissions reduction. Example GM Volt

• Clear imperative for governments:– Reduced CO2: EVs emit no CO2 at the point of use, and considerably

reduced CO2 overall, even taking into account how the power is generated. With the current UK grid mix EVs emit less CO2 overall, and with greater use of renewables this could reduce further.

– Energy security – reduce dependence on foreign oil – No particulates, with increased health benefits, particularly in cities– No noise

• For consumers:– “Off Peak” recharging an electric car battery costs £1.50 = 100 miles range– Lower running costs as fewer moving parts (e.g. no gear mechanism,

catalytic converter, exhaust) – No road tax– No congestion charge– Increased environmental credentials – But greater capex - typically an electric car will cost 50% more then a

conventional vehicle. The battery typically accounts for half the cost of an electric vehicle.

Why Electric Vehicles now?

Carbon savings – Electric vs ICEVehicle type CO2

emissions/yearTons

Car (Ford Focus diesel)

Car (Ford Focus petrol)

2.2

3.2

Light Goods Vehicle(under 3.5 tons)

8

Box van (3.5 to 7.5 tons)

11

• In 2006 road transport in Scotland produced 10.5 million tons/CO2 (18% of all Scotland’s emissions)

• The Scottish Government target is to reduce CO2 emissions by 80% by 2050

• WWF Scotland believe this is only achievable with widespread introduction of electric vehicles

Energy use assumes that the vehicle is being driven 5 days/week

0.0

1.0

2.0

3.0

4.0

5.0

6.0

2010 2015 2020 2025 2030

Year

CO?emissions from cars in Scotland: traffic growth

No EV uptake BAU Upper Stretch: growth

Target emission level for 2020

Source: “Watt Car?”, WWF Scotland, May 2010

Charging infrastructure requirements• Commercial vehicles

– Typically these return to base; depots already usually have charging 3 phase power supply.

– 3 phase fast and rapid charging possible

• Private vehicles– Can be charged at home via a normal domestic plug.

3kW max as standard. This would take up to 8 hours for a complete charge.

– Customers will be able to choose when they charge – different times will attract different tariffs, e.g. charging overnight will be much cheaper than charging at peak time (5p/kWh instead of 13p/kWh).

– Domestic 32A fast charge hard-wired installation possible; this requires an additional charging point but could reduce charging time to 2-3 hours.

– Charging posts are starting to be installed on the street, at work places and in public car parks

Impact on the grid

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55

60

65

00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00

Time

Winter Peak Demand 2009

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65

00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00

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Winter Peak Demand 2009

• If all EV users charged up at peak time (6pm) it would place additional strain on the grid. However, if charging is delayed till later at night it can help fill troughs and thus help with demand management.

• Trials have shown that consumer do not habitually charge each night and when they do charge it is overnight, therefore little effect on peak demand.

• Charging does not need the entire overnight period.