AFVIElecInfrastructu re

EV Infrastructure Basics & Broader Grid Implications: 

EV Infrastructure Basics & Broader Grid Implications Infrastructure Innovation Panel AFVI National Conference & Expo 2007 Jim Larson  - Pacific Gas and Electric Company

Why Drive Electric?: 

Why Drive Electric? Electric drive technologies offer the combined benefits of quiet, high efficiency operation, reduced criteria and greenhouse gas emissions, all while displacing petroleum consumption. Electric drive technologies are a viable component of a portfolio to reduce emissions and petroleum use. The utility grid is ubiquitous, expanding in it’s reach and sophistication while growing ever cleaner. There are currently 289 public EV charging stations in California. (229-S, 31–C, 29-N) www.cleancarmaps.com

Is the Grid Right and Ready?: 

Is the Grid Right and Ready? Fuel Flexibility Electricity as a fuel is inherently flexible. EVs can be fueled by a variety of feedstocks via the grid, advancing the Statewide policy objective of diverse and reliable energy sources. PHEVs also have the potential to increase the cost-effectiveness of wind-power as their overnight demand can be served intermittently. Broad Penetration The current deployment of electrical infrastructure will allow broad penetration of EVs as soon as they are offered. Any consumer with access to a standard electrical outlet has access to the infrastructure required for EV use.

Plug-in Hybrids: 

Plug-in Hybrids Infrastructure Costs ‹ $20

EV Charging Levels: 

EV Charging Levels Level 1 – Convenience charging from any 120 v socket. 8 - 15 hour charge time Level 2 - Dedicated EV charging circuit, 240 v, 40 amp. 3 – 6 hour charge time Level 3 - Public fast charging, 480 v, 3 phase, 10 - 20 minute charge to 80%+ SOC.

Codes Standards and  Recommended Practices: 

Codes Standards and Recommended Practices SAE J1772 EV Conductive Coupling NEC 625 – EV Charging Systems Equipment UL 2202 – Charging Station Safety UL 2231 & UL 2251 – Personal Protective Systems (i.e. ground fault hardware)

Charging Infrastructure: 

Charging Infrastructure Plug-in hybrids require relatively low power charging Wide availability of infrastructure Initial focus on private chargers Array of options 120 VAC, 15 amp (~1.4 kW) 120 VAC, 20 amp (~2.0 kW) 208/240 VAC, 30 amp (~6 kW) 120 VAC preferred due to cost, availability

Value to End Users: 

Value to End Users Based on $2.50 gallon gasoline and 10 cent KWh Potential net value of ancillary services is over $2,000 per vehicle annually Vehicle can run regulation while parked and charging

Two Massive But Separate Energy Conversion Systems: 

Two Massive But Separate Energy Conversion Systems Power Generation In the U.S. Over 9350 electric utility generators 602 GW total power capacity Additional 209 GW non-utility capacity Transportation Fleet In the U.S. 176 million light duty vehicles 19,500 GW total power capacity Average use 1 hour per day

4 Big Problems: 

4 Big Problems Global Climate Change Peaking Oil Production US Economy’s Vulnerability Renewables Limited by Intermittent Supply AN UNEXPECTED SYNERGY Easier to solve all of these problems at once Vehicle to Grid power as a bridging technology

PHEV, BEV, V2G Logic: 

PHEV, BEV, V2G Logic Non-fossil carriers essential to the future Hydrogen unlikely in the near term, thus electricity primary carrier CO2 displacement very large, especially with hydro or wind - renewables Cars – a power resource too large to ignore Optimize design for both transportation and electric system – OEMs will not do this Battery advancements (Li-ion) make possible larger energy storage for vehicles than ever before.

Electric Grid Integration: 

Electric Grid Integration Costs and benefits to the utility system Valley Filling and Peak Power Ultimately allows higher penetration of intermittent renewables Distributed Storage for grid stability Fast response, short duration ancillary services - $10B/yr US (5%-10% gen costs) Spinning Reserve Regulation Reactive Power Communication & control issues Aggregator?

Renewable Clean Power Optimizes PG&E’s Grid: 

Renewable Clean Power Optimizes PG&E’s Grid PHEV/EV and stationary battery charging PHEV/EV and stationary battery uploads, PV generation

Diverse and Complementary Resources: 

Diverse and Complementary Resources Source: CEC PIER-funded study by GE Energy, July 2006 Temporal Pattern: July 2003 Average Day

Can the Grid Handle the Load?: 

Can the Grid Handle the Load? Studies suggest grid capacity will be sufficient for the near term, given price signals to encourage overnight charging. Specifically, Pacific Northwest National Laboratory found that the existing California grid (California and Southern Nevada, CNV Region) can support up to 3.9 million PHEVs. Similarly, a National Renewable Energy Laboratory study concluded that if utilities have some control over charge times, PHEVs could achieve up to 50% market penetration without requiring additional generating capacity.

PG&E’s RPS Procurement Activities: 2002-2006: 

PG&E’s RPS Procurement Activities: 2002-2006

Electricity is lower carbon than gasoline!!: 

Electricity is lower carbon than gasoline!! Large regional variation Existing capacity mix State-wide average emissions Assumes no gasoline miles In State generation only

Greenhouse Gas Emissions Well to Wheel: 

Greenhouse Gas Emissions Well to Wheel (Includes adjustment for real world driving) Up to 85% reductions with renewables Source: HEVWG

Disruptive Technologies: 

Disruptive Technologies Require new business models New analytic approach to Battery replacement Utility integration External societal benefits Capitalizing “External” Societal Benefits Environmental Trade Security and defense Champions outside of the mainstream

Take Aways: 

Take Aways The Grid is cleaner than our existing transportation fuels infrastructure An Electric Drive vehicle will get cleaner as it ages Key roles for Electric Drive: Reducing petroleum use GHG & Criteria emission reductions Supporting emerging renewables High value in fast response short duration ancillary services = $2 - $3 k/yr revenue 3 plasma tvs = 1 PHEV, off and shoulder peak charging of EVs is noise compared to expected annual load growth on the grid (1 – 1.5% year).

Ford F550 Super-Duty Trouble Truck: 

Ford F550 Super-Duty Trouble Truck

Plug-In-Hybrid Trouble Truck:System Attributes: 

Plug-In-Hybrid Trouble Truck: System Attributes Vehicle will launch using electric mode Engine engages at higher speeds, high power/torque demand Urban stop-and-go, noise sensitive areas, low speed creep, and idle, typically electric-only Optimized vehicle uses regenerative braking, optimal sized engine, engine shutoff, electric power steering and brakes, electric cab conditioning and other attributes of hybrid vehicles Truck will discharge battery at worksite to operate electric PTO devices (hydraulics, aerial device, cabin accessories, tools, etc) Vehicle can use a “high idle” to generate power from drive motor for grid services (as high as 15 kW) Same or better performance as base F550

PHEV Trouble Truck Operation: 

PHEV Trouble Truck Operation Use battery energy during the day to minimize fuel consumption and emissions Driving will use some battery energy—low speed ZEV operation. Battery energy powers lift hydraulics, cabin A/C, lights, tools, and other accessories Engine ensures no loss of vehicle utility Recharge vehicle at shift end at yard or at driver’s house Level 2: 208 or 240 VAC