pev consumer behavior study plug in 2012 haddow v3 panel
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Designing PEV Infrastructure
Do PEV TOU Rates Impact PEV Charging Time Decisions?
Gregory W. Haddow
2
CREATE AN EXCELLENT CUSTOMER EXPERIENCE AND SUPPORT THE GROWTH OF ELECTRIC TRANSPORTATION WHILE ENSURING THE SAFE, RELIABLE & EFFICIENT INTEGRATION OF PEV LOADS WITH THE GRID
Charging Technology & Infrastructure
Widespread & convenient
Charging Pricing
Attractive to charge off-peak
Utility System Integration
Efficient & smart
Market Development
Educate & support
SDG&E Goals
EV Rate Participation & Ownership are Growing
Jan11 Feb11
Mar11 Apr11 May11
Jun11 Jul11 Aug11
Sep11
Oct11 Nov11
Dec11
Jan12 Feb12
Mar12 Apr12 May12
Jun120
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Total Vehicles PEV Rate customers Experimental Rate Customers
~1,600 Total PEVs through June '12(need Randy's GM #s)
394 Experimental Rate Customers (Submetered PEV usage)
701 PEV Rate Customers(Premises Metered and/or Submetered)
WHAT DRIVES CHARGING TIME DECISIONS?
PEV RATES & TECHNOLOGY STUDY – CPUC APPROVED EXPERIMENTAL PEV RATES FOR EV PROJECT & NISSAN DEPLOYMENT
AM PM• Price – Fuel Savings?
Low Super Off-peak rates• Technology & Information –
“Set & Forget”?
On-board Leaf technology • Convenience & Lifestyle –
Do Travel Needs Rule?
Schedule
4
RESEARCH ADVISORY PANEL • San Diego Gas & Electric
• UC Davis, Tom Turrentine, PHEV Research Center
• EPRI, Bernie Neenan, Electric Transportation Program
• University of San Diego-EPIC, Scott Anders & Nilmini Silva-Send
• UC San Diego, Professor Graff Zivin & Ben Gilbert
• CEC, Phil Misemer
• U.S. EPA, Zoltan Jung
• CCSE, Mike Ferry
• SCE, Russ Garwacki
• SMUD, Bill Boyce
• EV Project / ECOtality, Don Karner
• Coulomb Technologies, Richard Lowenthal
• Boulder Energy Group, Bill Le Blanc
• EEI, Rick Tempchin
• CPUC Staff
STUDY OBJECTIVE
To examine PEV consumer charging time preferences, use of technology, and other relevant factors in a controlled study of CPUC-approved time-differentiated rates coincident with the EV Project and Nissan Leaf launch in San Diego.
Working Hypotheses•Time variant pricing and technology use will influence consumer charging behavior•Greater price variations will drive more charging activity to off-peak periods •Enabling technology will facilitate charging behavior that is convenient and economic to the consumer
STUDY DESIGN
Independent Variable
Leaf Customers Randomly Assigned to 3 Time Variant Priced RatesEach rate differing in super off-peak to on-peak price spread
Dependent Variable
Time-of-use Charging
Ratio of on-peak charging kWh to off-peak and super off-peak charging kWh per day
Conditioning Variables• Use of Enabling Technology• Driver Profile• Use of Charging Facilities
PEV EXPERIMENTAL RATES – SUMMERC
ents
per
kW
h
On-peakNoon to 8pm
Off-peak8pm to midnight
5am to Noon
Super Off-peakMidnight to 5am
0
5
10
15
20
25
30
35
40
EV-TOU Rate 2 Rate 3
SEPARATE PEV METERING
House MeterSDG&E determines location of the separate PEV meter (in series), with flexibility regarding the disconnect breaker
Garage Panel
EVSE
PEV Meter
EV TOU Rate is Effective Regardless of Price
On-Peak Off-Peak Super Off-Peak0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
9%13%
78%
7%11%
82%
7%10%
83%
EPEV-L (N=110) EPEV-M (N=146) EPEV-H (N=138)
% o
f T
ota
l Co
nsu
mp
tion
Three Experimental EV Rate Customer Groups
Super Off-Peak Charging at Homeis Encouraged by TOU rates
7%
11%
82%
On-Peak Off-Peak Super Off-Peak
• Usage: 3 experimental PEV rate groups kWh usage combined
• Data: January 2011 to June 2012
• Super Off-Peak: Midnight to 5 am
• Off-Peak: 5 am to Noon & 8 pm to Midnight
• On-Peak: Noon to 8 pm
Charging Behavior Similar Across the 3 Experimental Rate Groups
Separately metered data isolates the charging use
Super Off-peak usage Midnight to 5 am indicates the use of EVSE or PEV timers
Hour 12 = NoonHour 24 = Midnight
Slightly Less Charging on Weekends
Indicates a routine driving & charging pattern, regardless of day of week
TOU Rates Influence PEV Charging
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TOU rates encourage off-peak charging vs. a flat rate
Source: INL http://avt.inl.gov/pdf/EVProj/EVProjInfrastructureQ42011.pdf
Nashville Electric Svc, TN• 260 residential EVSE• Charge: $13.43 / month• Summer: $0.0936 / kWh• Winter: $0.0898 / kWh $
SDG&E, CA• 539 residential EVSE• TOU rates• Super off-peak:
midnight to 5am
PEV Driving Maturation in ~ 6 months
“Charge Month” is the month after initial charge, regardless of calendar month of the PEV purchase
Line denotes 3 month moving average
IMPLICATIONS
•Too soon to tell if charging patterns are stable •Is fueling cost so low that charging will shift to off peak and on-peak periods over time? •It doesn’t take much pricing incentive to change behavior – 1 to 2 pricing difference between super off-peak and on-peak as effective as the 1 to 6 differential•Convenience technology works – implies smart grid technology must be simple “set and forget” in nature•If PEV rate structures becomes more complex (e.g., weekday-weekend, summer-winter, tiers), simpler technologies may be less effective
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Designing PEV InfrastructureGregory W. Haddow
GHaddow@SempraUtilities.com
SDGE.COM/EV
EV@SDGE.COM
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