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

End

Dave Packard ClipperCreek, Inc.

Dave@ClipperCreek.net 912-258-5665

•  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)