The Basics of EV Infrastructure and Fleet Charging Options Dave Packard President, ClipperCreek, Inc. August 21, 2013
– Founders • Jason France • Mike Rogers • Dave Packard
– In EV industry since 1993 – Products have been in the field for 15 years – Shipped more EVSEs in the US, Asia and Europe than
any other supplier – Automotive qualified by Delphi, GM, and others – Typically used by vehicle manufacturers in development
for verification of compatibility – Chosen by the California Energy Commission to
upgrade all existing charge stations across the state – California public units will be installed “Smart Grid
Ready” – Focused on the needs of automakers and utilities
ClipperCreek Company Profile
ClipperCreek / CS-40 Palm Desert, CA
2012
Terms EVs Electric Vehicles PEVs Plug-In Electric Vehicles BEVs Battery Electric Vehicle PHEVs Plug-In Hybrid Electric Vehicle eREV Extended Range Electric Vehicle (See Plug-In Hybrid)
EVSE Electric Vehicle Supply Equipment (charge station)
EVSP Electric Vehicle Service Providers Level 1 120 V EV Charging – standard wall outlet Level 2 240 V EV Charging – similar load to a dryer DCFC DC Fast Charge – 20 minute charge
Basics of EV Infrastructure
Includes • Safety electronics (GFI,
GMI)
• Power cord
• Standard connector
• Communications Interlock
Electric Vehicle Supply Equipment (EVSE)
Basics of EV Infrastructure
SAE – Specifications
OEM – Charger Specs
NRTL – Nationally Recognized Testing Lab
NEC – Building Regulations
Basics of EV Infrastructure
And they are hot!
Advanced Electronics
Medium to high driving range
Superior acceleration
Superior driving experience
Variety of options to suit most driving needs
The Vehicles !
PEVs Available! Chevy Volt
eREV 0-60 in 8.5 Sec 30-40 miles all electric 330 miles total range $34,185 16 KWhrs per charge (3.3 kW)
PEVs Available! Nissan LEAF
BEV 0-60 in 7 Sec 80 mile range $28,800 24 KWhr per charge (6.6 KW)
PEVs Available! Ford C-Max Energi
PHEV 0-60 in 8.6 Sec 95.0 MPRe 21 miles all electric 620 miles total range $32,950 Base 8.5 KWhr per Charge (3.3 KW) 7 Hours at 120 V
PEVs Available! Tesla Model S
BEV 0-60 in 5.9 Sec 100.7 MPRe 208+ mile range $94,900 Base 2013 Sales 4,750
Future PEVs VIA VTRUX
eREV 0-60 in TBD 35 miles all electric 550 miles total range $TBD 2013 24 KWhr per charge (6.6) Power Export 15 kW
110 & 220 VAC @ 60 Hz
Future PEVs BMW i3
BEV 0-60 in <8.0 85 - 100 mile range $44,000 - $46,000 2013 - 2014 Intro to NA 21 KWhr (assumed) (6.6 KW charge - assumed) Optional range extender
http://www.greencarreports.com/news/1082550_2014-bmw-i3-electric-car-price-how-much-will-it-cost
PEV Sales Car sales and trends
http://insideevs.com/wp-content/uploads/2013/08/Monthly-Plug-In-Sales-July-2013-v9.png
US PEV Sales (39% CAGR)
500
1,000
1,500
2,000
2,500
3,000
2013 2014 2015 2016 2017 2018 2019 2020
Year
Sale
s (th
ousa
nds)
PEV Sales by YearCumulative PEV Sales
1 %
http://www.greencarcongress.com/2012/12/pikepev-20121221.html#more http://www.greencarcongress.com/2012/07/pikepev-20120702.html#more
PEV Sales Car sales and trends
PEV Sales
http://electriccarsreport.com/2012/09/plug-in-electric-vehicle-sales-geographic-forecasts/ From Pike Research (now Navigant Research http://www.navigantresearch.com/) – September 2012
http://www.greencarreports.com/news/1086200_half-of-all-electric-cars-are-sold-in-5-cities-can-you-name-them
Southern California Edison Service Territory is adding >1,000 PEV per month
Currently Atlanta is in the top 5 Cities for PlugIn Vehicle adoption
PEV Charging Costs
PEV Charging Cost Level 1 – 3 to 5 miles per hour of
charging Refill typical day in 8 to 10 hours Level 2 – 15 to 30 miles per hour of
charging Refill typical day in 2 to 4 hours Cost about $1.4 per day ($0.12/kwHR)
PEV Charging Stations Residential Hardware $495 to $3,000
Residential Installation ~$500
Commercial Hardware $1,000 to $7,000+
Commercial Installation $2,000 to OMG!
New Emphasis on workplace charging solutions Extend range of commuters Encourage PEV use among employees Provide charging for city MDU dwellers Cross promotes PEV use between employees
DoE “EV Everywhere Workplace Charging Challenge”
http://www1.eere.energy.gov/vehiclesandfuels/electric_vehicles/workplace_charging.html Commitment for employers to make a bold statement in supporting PEV adoption Currently 47 employers signed up Infrastructure providers not allowed
ClipperCreek, Inc. Free home EVSE Free workplace charging Free public charging at HQ
Workplace Charging
Workplace Charging Questions
Is workplace charging provided for free?
If so, is there an IRS implication?
If so, is there an employee satisfaction implication?
If not, how do you charge employees?
Workplace Charging
Workplace Charging Solutions Electric Vehicle Charge Rates (as defined by SAE-J1772):
Level 1 120 V, 8 to 12 Amps – Provide up to 30 miles of range during a typical 8 hour workday. Cost to the employer about $0.14 per hour of charge.
Level 2 208 V – 240 V single phase, 15 to 80 Amps continuous
3.3 kW (15 or 16 Amps) – Can fully charge the vehicles below in a typical workday. Cost to the employer about $0.33 per hour – can probably be shared by moving vehicles (productivity?) Nissan Leaf, Chevy Volt, Ford CMAX Energi, Ford Fusion Energi, Mitusbishi iMiEV
6.6 kW (30 or 32 Amps) – Optional accessory Cost to the employer about $0.66 per hour – can probably be shared by moving vehicles (productivity?) Ford Focus Electric, CMAX Energi, BMW i3, 2013 Nissan Leaf
10 kW (50 Amps) – Optional Tesla Model S, Toyota Rav4
Fast Charge DC (FCDC)
SAE Combo – 90 KW (125 Amps, 480 V, 3 Phase) Cost – Many factors involved GM, Chrysler, Ford, Audi, BMW, Daimler, Porshe, Volkswagen
CHAdeMO – 50 KW (64 Amps, 480 V, 3 Phase) Cost – Many factors involved Nissan, Mitsubishi
Workplace Charging
Controlled Workplace Charging Solutions
Honor System
One Charger per EV driving employee, monthly fee
Simple Access Control
Credit Card
Key Pad
Key Fob
Access Control with Data Collection
Who, when and how much?
Need to carefully compare initial cost of systems, on-going cost of system, and can you change operators or disable controls, what happens when company no longer exists?
Workplace Charging
• Installation costs can far outweigh EVSE cost.
• Design EVSEs and installation accessories to minimize cost
Total Costs
Basics of EV Infrastructure
• Installation • 4 mounting points • Conduit • L1, L2 and Ground
Installation • Pedestal Installation
• 4 mounting bolts • Aesthetic cover • Pedestal is raceway
Basics of EV Infrastructure
Why Should We Want PEVs? There is this:
And this: Electric cars and hybrids could cut U.S. emissions by 80 percent by 2050: study (NY Daily News) And this: Oh yeah, and urban air pollution And this: …
http://www.infoplease.com/ipa/A0922041.html3
Why Should We Want PEVs? • 3 Trillion: Number of passenger miles driven in 2008
• 1,500: Typical yearly residential consumption of electricity (TeraWatthrs)
• 84%: passenger miles that could be converted to electric miles without increase generation
• 10%: additional electrical consumption to
convert all passenger miles to electric
http://www.calculatedriskblog.com/2009/02/us-vehicle-miles-driven-off-36-in-2008.html
http://en.wikipedia.org/wiki/Energy_in_the_United_States
http://www.spinnovation.com/sn/Reports/Kintner-Meyer_M._K._Schneider_and_R._Pratt_2007_Impacts_Assessment_of_Plug-in_Hybrid_Vehicles.pdf
Average commuter miles driven
Time to charge Level 1
Time to charge Level 2 (3.3 KW)
Time to charge Level 2 (6.6 KW)
33 Miles
~10 Hours
~ 3 Hours
~ 1.5 Hours
Why Should We Want PEVs? Average Nightly Charge Per Vehicle
Why Should We Want PEVs?
PEVs may be the first, large, demonstratable application for the Smart Grid. PEV charging could take advantage of:
Demand Response Load Management and ToU Metering
Not to mention ancillary services such as: Voltage regulation Vehicle to House, Emergency Power Vehicle to Grid (Someday)
Utility Affects
Why Should We Want PEVs?
By moving the PEV charging load to off-peak
No increased generation necessary
Increased asset utilization
Reduce load on the grid
Reduce local load (transformers)
LOWERS OVERALL RATES FOR RATE PAYERS
Utility Affects
Vehicle to X Utility Pitch:
Utility infrastructure hardening & resiliency
Cleaner and better than small engine generators
Emergency response
Help sell cars
Automaker Pitch: Show me the money!
Not convinced of the added value
Additional cycles on the battery!!!
Currently planning on some sort of auxiliary power:
Mitsubishi iMiEV (above) Outlander (120V outlet*)
Nissan LEAF (separate hardware)
VIA Motors (120 V and 240 V outlet) * Has not been confirmed by Mitsubishi
Why Should We Want PEVs? Utility Benefits
EVSE Load vs Other Loads
Compliments of SDG&E
EV Charging Information Electric Vehicle Charge Rates (as defined by SAE-J1772):
Level 1 120 V, 8 to 12 Amps - Usually supplied with the car. Charge times from 10 hrs (PHEV) to 32+ hrs (BEV)
Level 2 208 V – 240 V single phase, 15 to 80 Amps continuous
3.3 kW (15 or 16 Amps) – Optional accessory Nissan Leaf, Chevy Volt, Ford CMAX Energi, Ford Fusion Energi, Mitusbishi iMiEV
6.6 kW (30 or 32 Amps) – Optional accessory Ford Focus Electric, CMAX Energi, BMW i3, 2013 Nissan Leaf
10 kW (50 Amps) – Optional Tesla Model S, Toyota Rav4
19 kW (80 Amps) – Highest rate included in SAE-J1772 standards Tesla Model S, Smith EV (Delivery Truck) and EVI(Delivery Truck)
Fast Charge DC (FCDC)
SAE Combo – 90 KW (125 Amps, 480 V, 3 Phase) GM, Chrysler, Ford, Audi, BMW, Daimler, Porshe, Volkswagen
CHAdeMO – 50 KW (64 Amps, 480 V, 3 Phase) Nissan, Mitsubishi, Toyota
Tesla Super – 90 KW (125 Amps, 480 V, 3 Phase)
Why Should We Want PEVs?
Summary
Today’s PEV drivers are not benefiting from driving PEVs – the benefit to all is long term.
PEVs are not ICEs – get over it!
Volt $39,042 (-$7,500+) ó Cruze $22,601
LEAF $33,511 “” ó Versa $16,366
RAV 4 $28,439 “” ó RAV 4 EV $51,434
Ford C-Max Energi $32,715 “” ó Ford C-Max Hybrid $27,534
http://www.truecar.com/prices-new
Enacting policies or programs that benefit PEV drivers is only offsetting their cost, not benefiting affluent rate payers
The benefit of electric transportation to the electric utility industry will be long term and enjoyed by all
Affected utilities need to determine the best way to manage the PEV load today
Summary (Rant)