Steps for Northern Indiana Plug in Electric

Vehicle Technology

Danilo J. Santini, Senior Economist

Center for Transportation Research

Argonne National Laboratory

Presented at:

South Shore Clean Cities EV Webinar

July 23, 2012 Preparation of this presentation was sponsored by Clean Cities and the Vehicle Technologies

Program, Energy Efficiency & Renewable Energy, U.S. Department of Energy. Views expressed are those of Dr. Santini, not necessarily Argonne National Lab or the Department of Energy

The submitted manuscript has been created by Argonne National Laboratory, a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC, under Contract No. DE-AC02-06CH11357. The U.S. Government retains for itself, and others acting on its behalf, a paid-up, nonexclusive, irrevocable worldwide license in said article to reproduce, prepare derivative works, distribute copies to the public, and perform publicly and display publicly, by or on behalf of the Government.

Keep up to date by tracking information on these

(and other) web sites. If serious about purchase,

check manufacturer, state and local government,

and local utility web sites as well.

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South Shore Clean Cities www.southshorecleancities.org/

U.S. Department of Energy Clean Cities

www.cleancities.energy.gov

Alternative Fuels & Advanced Vehicles Data Center (AFDC) www.afdc.energy.gov

Clean Cities Coordinator Contact Information and Coalition

www.afdc.energy.gov/cleancities/progs/coordinators.php

Plug In America www.pluginamerica.org/vehicles

DOE Maintains Sites With Information in Detail on Current

Technology, Regulations, Incentives, Training, and

Strategies.

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• Clean Cities

• FuelEconomy.gov

• Alternative Fuels and Advanced Vehicles Data Center

For technical analyses of future technology, see http://www.transportation.anl.gov/about.html

4

www.afdc.energy.gov/afdc/vehicles/electric.html

Hybrid and Plug-In Electric Vehicles Pages

Vehicle Technologies Program eere.energy.gov

5

Residential EVSE permitting template

– Designed for permitting and inspecting jurisdictions

– Jurisdictions can modify for specific, unique requirements

Code material

– NEC Article 625

– Sets safety requirements for EVSE installation

EVSE Permitting Template and Diagrams

Vehicle Technologies Program eere.energy.gov

6

Government-industry collaboration committed to establishing a repository of public EVSE location data for consumers and industry.

Goals

– Avoid duplication of data collection efforts for EVSE locations

– Enhance the EVSE data in the AFDC station locator

– Ensures that DOE continues to collect and provide the most comprehensive collection of EVSE location data

– Strengthen relationships and improve

communication with new industry stakeholders

http://www.afdc.energy.gov/afdc/vehicles/geoevse.php

GeoEVSE Forum

Vehicle Technologies Program eere.energy.gov

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Vehicle Cost Calculator

Vehicle Technologies Program eere.energy.gov

8

Residential Charging Installation Video

– Electrical contractors and installers

– Permitting officials and inspectors

– Collaborative effort between Clean Cities, OEMs, Utilities, EVSE suppliers

http://www.cleancities.tv/FeaturedContent/Training/EVSEResidentialChargingInstallation.aspx

Community Readiness Workshop

– Held in conjunction with the 2011 Clean Cities Stakeholder Summit, Clean Cities hosted training to help Coalitions develop community EV readiness plans

– Videos of presentations and materials available for local workshops on Clean Cities TV

http://www1.eere.energy.gov/cleancities/stakeholder_summit.html

Training & Education

Vehicle Technologies Program eere.energy.gov

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Publications

Hybrid and Plug-In Electric Vehicles Factsheet http://www1.eere.energy.gov/cleancities/publications.html

Plug-In Electric Vehicle Handbooks http://www1.eere.energy.gov/cleancities/publications.html

– Consumers

– Fleet Managers

– Public Charging Station Hosts

– Electrical Contractors

Deployment Case Studies http://www.afdc.energy.gov/afdc/vehicles/electric_deployment.html

Vehicle Technologies Program eere.energy.gov

Recent Introductions of Plug-in Hybrids and a Family Of

Prius Models May Have Revived Car Hybrid Sales Growth

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Cars

Light Trucks

Both

Where are the Opportunities? Ford and GM Have

Been Emphasizing Home and Workplace Charging.

11

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There are Unique Capabilities and Charging Needs for Each

Vehicle Type

– Plug in Hybrid Electric Vehicle (PHEV) • Varying electric range – battery 5-10 kWh

• Blended mode operation on highways, hard acceleration

• Charge power presently 1.4 - 3.3 kW

– Extended Range Electric Vehicle (EREV) • Increased electric range – medium battery

10-20 kWh energy

• Nearly exclusively electric operation in metro areas

• Charge power presently 1.4 to 3.3 kW

– Battery Electric Vehicle (BEV) • All electric range – large battery >20kWh energy

• Exclusively electric operation

• Charge power presently 3.3 kW to 50 kW

– “Super” Battery Electric Vehicle (BEV) • All electric range – large battery 85 kWh energy

• Charge power 10 or 20kW; DC Fast, 35 kW

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EARLY SALES: Battery Electric Cars Have Declined While

EREVs & PHEV Cars Have Expanded Recently

13

Significant In-State Wind Resources are Found

in Northern Illinois and Indiana

14

Renewable Energy Credits Including Wind Can

Already Be Purchased from Some Indiana Utilities

15

There are Possibilities for the Environmentally

Oriented Consumer to Commit to Clean Electricity

~ 40% of California purchasers of Nissan Leafs to date have solar panels on their home.

Renewable Energy Credits (RECs) allow purchase of an equivalent amount of electricity provided by renewable energy. See:

http://www.epa.gov/greenpower/gpmarket/rec.htm

http://apps3.eere.energy.gov/greenpower/markets/certificates.shtml?page=1

NIPSCO’s first public chargers will purchase RECs equivalent to the electricity that they sell and provide free charging to customers.

In May 2011, Governor Daniels signed SB 251, creating the Clean Energy Portfolio Standard (CPS) with a voluntary goal of 10% clean energy by 2025. Qualifying utilities apply to the Indiana Utility Regulatory Commission (IURC) to seek incentives for projects.

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17

0

0.2

0.4

0.6

0.8

1

1.2

0 0.2 0.4 0.6 0.8 1 1.2

Petroleum Use (relative to GV)

GH

G E

mis

sio

ns (

rela

tive t

o G

V)

Smart Charging

Unconstrained Charging

Regular HEV

WECC

(dominated by NGCC)

NY

IL (coal intensive mix)

Renewable

Baseline

Gasoline Vehicle

Smart charging is often dirtier in terms of GHG

Smart charge Charge immediately

Western U.S. (much CCNG)

New York (much CCNG)

Illinois (Coal)

Zero GHG emissions

Same size HEV

Same size gasoline

Petroleum Use (fraction of gasoline vehicle)

GH

G E

mis

sio

ns

(fra

ctio

n o

f ga

solin

e v

ehic

le)

PH

EVs

and

E-R

EVs

Increase in PHEV kWh

Grid Electricity Miles by Plug-in Vehicles Greatly Reduce

Oil Use and Lower GHGs Past HEVs With Wind Credits

18

For Average U.S. Driving, Annual Fuel Cost Can Be More

Than $1000 Less For EVs vs. Conventional Gasoline

$- $1,000 $2,000 $3,000

Toyota Corrola

Chevrolet Cruze

Ford Focus

Nissan Versa

Toyota Prius

Chevrolet Volt EREV

Mitsubishi MiEV

Ford Focus EV

Nissan Leaf EV

Fuel Economy.gov Annual Fuel Cost Estimate

Electricity

Gasoline

HEVs Have Proven to Require Less Maintenance

than Conventional Vehicles. Plug-in Vehicles are

Also Anticipated to Require Less Maintenance.

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• HEVs and PHEVs require slightly less maintenance than conventional vehicles

• Battery warranties are for 8 years or more

• EVs should also require less maintenance than conventional vehicles

• Battery, motor, and associated electronics require no regular maintenance, or very long intervals

• No fluids to change, except brake fluid (one battery flush for Focus BEV however)

• Regenerative braking reduces break wear

• Fewer moving parts than a conventional vehicle

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Electric Drive Energy Consumption Penalties in Extreme

Temperatures are Greater Than For Gasoline Cars

Note: Energy consumption does not include charger efficiency

Advanced Powertrain Research Facility

2012 Electric Vehicle +101%

+42%

+92%

+25%

+27% +5% +21%

+2%

With Your Cell Phone, You Can Use Electricity from

the Grid to Heat or Cool Your Vehicle Before Leaving.

But if Parked in a Lot With

No Charger Mid Afternoon …

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Leaf Volt

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Houses in Indiana Should Have the kW Capacity to

Handle PHEV and Current EV Overnight Charging

Average Peak Summer Demand Per Household (KW)

7.7

6.0

4.6

4.3

3.0

1.4

3.6

7.7

19.2

Springdale, AR

South Bend, IN

Dulles, VA

Hartford, CT

SanFrancisco, CA

PEV (120V@12A)

PEV (240V@15A)

PEV (240V@32A)

Tesla (240V80A)

Fe

ed

ers

Source: A. Maitra (Electric Power Research Institute). Plug-In Vehicle Drive Impacts to the Grid TRB Environment and Energy Research Conference June 7-9, 2010

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Automakers Rollout Emphases May Not Prioritize Indiana

•Driven by incentives and deployment initiatives the majority of the EV market growth will be in the West Coast in the near term – and also in highly incentivized markets

•In the medium to long term EV deployment will likely gain more momentum in the States that have adopted California emission regulations ZEV Mandates (Section 177 States)

WA

OR

CA

AZ NM

FL

PA

NY

VT

ME

MA

CT

MD

NJ

RI

State tax credit incentives for purchase of either PHEVs or EVs (Federal is $2500 [Prius] up to $7500 [Leaf, Volt])

Section 177 States Requiring PHEVs and EVs

Hawaii

Note: Nissan’s site lists more states with at least EV credits

L1 Charge Equipment Goes With the Vehicle; L2 Is Placed

at Usual Parking Spots; and L2 and DC at “Stations”

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Level 1 (L1) with Vehicle Level 2 (L2) on House Wall

Level 1 or 2 in Parking Lot L2 & DC Fast in “Stations”

Due to Costs of Trenching and Rewiring, Costs

Behind the Plug Can Vary Significantly. New

Construction Can Be Far Less Expensive, But Most

Will Involve Retrofits.

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Most owners will charge vehicles at home, making Level 1 and Level 2 the primary options. Workplace seems to be the next highest priority.

Level 2 charging equipment now costs $1,500 to $2,500 when owners choose to install.

Old dwellings with limited kW capacity could require rewiring, or investment in much more efficient appliances and/or lighting to create capacity for the PEV

Level 2 at work is generally more expensive, with longer runs to parking spots, needing trenching and paving replacement.

Each of these installations requires permitting and licensed contractors.

The Financial Desirability of PEVs Depends on

Intensity of Use, Incentives, the “Other” Vehicles

Considered, and Possibly Owner Payback Patience

26 Calculated using Vehicle Cost Calculator at: http://www.afdc.energy.gov/calc/

5 10 15 $10,000

$54,000

$98,000

Years of Ownership >>>>

Tota

l Co

st o

f O

wn

ers

hip

>>>

> BMW 128i

Buick Verano

Volt

Leaf

Assumptions: 1/2 $7500 Federal Credit for Volt & Leaf

55 miles per day Volt & Leaf 2 charges/day

30% Everyday Highway Driving $3.37/gallon gasoline

11 cents/kWh electricity 19766 miles/year

How Do We Make Plug-in Electric Vehicles Work

for the Economy and the Environment?

Subsidize early vehicles until net operating costs come down via

– Production volume

– Production experience

– Learning by finding flaws and fixing them (vehicle use experience)

– Learning the best market niches for business cases

Develop skills

– Standards for autos and charging equipment

– Auto dealers

– Charge equipment installers

– First responders to accidents

– Fleet owners and charge equipment owners – and consumers!

– Utility regulators and systems operators

– Recyclers and scrap yards 27