We drive electric. You can, too. Tom Saxton, Director ( Copyright 2011 Plug In America. All rights reserved.

Transcription

1 We drive electric. You can, too. Tom Saxton, Director ( Copyright 2011 Plug In America. All rights reserved.

2 Level 1 Charging When Slow but Cheap is the best choice.

3 NEMA 5-15 The standard household outlet provides 120V/12A charging on a 15A circuit.

4 NEMA 5-20 A slight upgrade to the standard outlet, it provides 120V/16A charging on a dedicated 20A circuit.

5 level 1 Charge rates Vehicle Miles of Range per Hour of Charging Full Charge Chevy Volt 4 40 miles in 10 hours Nissan LEAF miles in 25 hours Tesla Roadster 3 (12A) to 5 (16A) 240 miles in 47 (16A) to 72 (12A) hours

6 rating sites for Level 1 Location Typical Stay Range Gained Rating Fast Food 30 minutes 2.5 miles very poor Restaurant 90 minutes 7.5 miles poor Mall/Theater 3 hours 15 miles helpful Hotel/B&B 8 hours 40 miles good Work 8 hours 40 miles great Home 12 hours 60 miles great Airport 3 Days Full Charge awesome! Resort 3 Days Full Charge awesome!

7 Island Hopping 450 miles, using only ordinary outlets to charge. Yurt charging, 45 miles from the nearest gas station!

8 Site owner Cost Oh no! Not math! US Average Electric Rate $0.11 per kwh Level 1 supplies 1.44 kw $0.11 * 1.44 = $0.16 per hour

9 Outlets vs Infrastructure Downside of simple outlets vs. networked infrastructure: owner must leave charge cord exposed to theft no remote monitoring or notices charging opportunity must be added to maps manually

10 Level 2 Charging Many Vendors and Options

11 Level 2 Charge Rates Vehicle Miles of Range per Hour of Charging Full Charge Chevy Volt miles in 4 hours Nissan LEAF miles in 8 hours Tesla Roadster 13 (16A) to 61 (70A) 195 miles in 3.5 (70A) to 15 (16A) hours

12 Level 2 at Home Amperage Miles of Range Per Hour of Charging 8-Hour Charge 15A A A 70 full in much less than 8 hours

13 Municipal Level 2 The Primary Issues What is your goal? What needs do you want to meet? Should you bill for charging? Where to locate charging locations?

14 Level 2 costs Vehicle Maximum Charge Rate Miles per Hour of Charging Cost of Electricity (at $0.11 per kwh) 2011 Nissan LEAF 2011 Chevy Volt 240V/14A or 3.3 kw 12 $0.36 per hour 2012 Ford Focus EV 2012 Nissan LEAF 240V /30A or 6.6 kw 25 $0.73 per hour Tesla Roadster (others in 2012?) 240V / 70A 16.8 kw 60 $1.85 per hour

15 We drive electric. You can, too.

16 We drive electric. You can, too. Chad Schwitters, Vice President Copyright 2011 Plug In America. All Rights Reserved.

17 Level 2 Commercial Charging Business-to-consumer opportunities

18 Level 2 Commercial Charging Similar to home, fleet and municipal L2, but: There must be a business case for the EVSE 88% of charging is at home; 7% is at work: The remaining 5% will be convenient places Most sessions use <$1 of electricity: Users expect charging to be cheap

19 A Great Commercial Installation

20 Level 2 Business Case Maximize the total benefits: Charging session fees Captive customers (includes parking fees) Advertising on EVSE (could be targeted) Customer and employee good-will Minimize costs: Startup: purchase and installation Ongoing: maintenance, service, billing, electricity

21 Consumers Love Cheap Leaf and Volt charge at ~3.3kW* An hour (3.3kWh) costs ~38 (10 to $1.25) That energy will push the car ~10 miles Gas for 10 miles is under $2 EV owners may be hostile to paying $2/hour or more *Future cars will have faster chargers, but DOE-funded EVSEs can t deliver more than 7.2kW

22 L2 Charging Session Fees Fees seem obvious, and are fine in principle. But: You can t count on the money - somebody else may install a more convenient or free/cheaper EVSE nearby Chargers with fees get used less, which means less of the other benefits so you depend more on the fees But billing costs, small margins and low turnover make it nearly impossible to recoup costs through fees alone Free charging is cheaper, safer and will often bring more benefits to your business it s often the best business case

23 When L2 Fees Make Sense When other benefits don t apply A rest area with no services or advertising allowed In remote travel areas with guaranteed customers Where EVSEs are needed, yet there can be no competitors When you want or need to limit use EVSEs are in high demand, but can t add more EVSEs are in prime spots in a limited-parking area Peak electricity is really expensive or dirty

24 Consumers Love Convenient To be used (and provide benefits), EVSEs need to be: Accessible Reliable Fast enough Located suitably

25 Level 2 EVSE Accessibility An unusable EVSE is worse than no EVSE Put up good signs/lights; install in safe area Allow 24/7 access Clearly disallow gas cars; tow if necessary If you charge fees, consider network services for after-hours access

26 Level 2 EVSE Accessibility Nissan dealer with an EVSE but a closed lot

27 L2 EVSE Reliability An unusable EVSE is worse than no EVSE Consider network services for: Monitoring: for real-time availability and condition; perhaps also for reservations Maintenance: largely for vandalism Reporting: study usage, plan changes. May be required if DOE funds used

28 Level 2 Charging Speed Charging is done to get x miles to get somewhere Customers want the miles ready when they are EVSE mph is the critical factor (if car is up to it) If feasible, faster charging will: Attract more customers Turn existing customers over faster Run heavier wire or conduit to upgrade later

29 Level 2 Charging Speed Miles gained during a stop 30A (7.2kW) 75A (18kW) 45 minutes (coffee visit) minutes (meeting) hours (movie or shopping) hours (work day) hours (hotel overnight) Note: not all cars can accept these rates yet

30 Level 2 EVSE Location Only needed if far enough away from home Yes: workplace, airport, destination resort No: post office, video store, library Only desired if visit is long enough Yes: workplace, airport, hotel, restaurant No: dry cleaner, post office, video store

31 DC Fast Charging Commercial-level power, cost and speed

32 DC Fast Charge Surprise! It s not called Level 3 A real charger; not just a safe outlet Can fill a Leaf 80% in 25 minutes Not for home: Very expensive ($30 to $60k installed) Hard on the battery if done often Commercial-level power (480V)

33 DC Fast Charge Uses First installations are for city-to-city freeway travel Can use for rapid-turnover fleets, like taxis Can use at high-traffic swap stations In-city charge for those with no home EVSE

34 DC Fast Charge Business Case Differences from Level 2: Captive customers won t be around nearly as long; but you can turn them over faster. More for less time. Purchase is significantly more; installation may be too Power levels are higher so utility may charge more Charging session fees can be higher for convenience, but not much (same energy, same arguments as L2) Only likely to work if customers are high-value for goods or advertising. This is a new model, so be cautious

35 The Japanese Standard TEPCO connector CHAdeMO protocol Up to 500V and 125A for 62.5kw (200mph) Used by Nissan, Mitsubishi, Toyota (in Japanese market only)

36 The Japanese Standard

37 The U.S. Standard Ha. There is no US standard The SAE is working on a proposal: Modified J1772 connector; allows a single port Up to 600V at 400A for 240kW (up to 800mph) GM and Ford support it; Europe following it Equipment ready late 2012?

38 DC Fast Charge Installations DOE has granted 2011 money for DC Fast Charge installations There is no choice but to install Japanese chargers for now Hundreds will be installed in WA, OR, CA, AZ, TX, TN, DC.

39 DC Fast Charge Upgrades Japanese units may be upgraded to SAE Will the DOE pay for this? How many units? Will the ~20k Japanese cars be stranded? If the SAE takes too long, the Japanese standard could become a de facto winner

40 Recommended by PSRC along highways Wayfaring Signage

41 Signage at EVSE Recommended: Optional addition:

42 Confusing signage EVSE Signage

43 Inadequate signage EVSE Signage

44 EVSE Signage Accessible, good; handicapped-only, bad

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