Overcoming Barriers to Electric-Vehicle Deployment Interim Report (2013) / Chapter Skim
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3 The Charging Infrastructure
3 The Charging Infrastructure
Pages 27-48
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From page 27... ...
As noted, the estimated electric ranges provided in Table 3-1 are based on the EPA Federal Test Procedure, but other driving cycles, such as the New European Driving Cycle, produce different results. For example, the 2012 Nissan Leaf has an estimated 1 The usable capacity of a battery is the portion of the total capacity that is accessed by the vehicle during operation.
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From page 28... ...
2013 Chevrolet Volt Plug-in hybrid 16.5 kWh nominal 38 miles electric vehicle (~11 kWh usable) 2012 Nissan Leaf Battery electric 24 kWh nominal 73 miles vehicle (~21 kWh usable)
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From page 29... ...
, an apparatus known as the electric vehicle supply equipment (EVSE) is always connected between the charging circuit and the car to protect the people and the car during charging.
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From page 30... ...
(a) For AC Level 1, a vehicle is plugged into a common 120-V electric socket through a portable safety device labeled EVSE (electric vehicle supply equipment)
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From page 31... ...
(a) For AC Level 2 charging, a vehicle is plugged into a 240-V electric circuit like those used by electric dryers, stoves, and large air conditioners through a wallmounted safety device labeled EVSE (electric vehicle supply equipment)
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From page 32... ...
It is primarily for BEVs, such as the Nissan Leaf and the Tesla Model S Most PEV models that can accept DC fast charging use the CHAdeMO plug, as do most of the fast chargers installed in the United States, Japan, and Europe.
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From page 33... ...
However, the advantages of increased convenience and reduced susceptibility to vandalism might eventually be more compelling. CHARGING LOCATIONS: NEEDS, BARRIERS, AND OPTIONS This section discusses the similarities and differences between the infrastructure needs of and barriers to residential, workplace, and publicly accessible charging and offers some options for overcoming the barriers.
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From page 34... ...
charging while parked in public places, but charging in publicly accessible locations would serve the needs of PEV drivers if a DC fast charger were available, if the vehicle were parked for at least 4 hours, or if only a partial battery charge were needed. Figure 3-4 is a representation that PEV manufacturers and other stakeholders often use to contrast the relative importance of PEV charging at residences (most important)
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From page 35... ...
Dedicated 40-A service is required for the fastercharging vehicles, such as the 2013 Nissan Leaf, which can accept up to 30 A Most single-family residences have 240-V electric circuits that can deliver up to 100 A
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From page 36... ...
Workplace and publicly accessible charging opportunities might be a substantial help to some PEV owners who lack access to charging infrastructure at their residences. Another option is to restrict parking spaces for PEVs to those with special permits and to recover charging-installation costs through the sale of permits for the spaces.
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From page 37... ...
Alternative models for workplace charging clearly are needed, as is a better understanding of current and future charging demands and the most economical ways to meet employees' charging needs. Publicly Accessible Charging Federal and state efforts concerning vehicle charging have focused on the development of a charging infrastructure that is accessible to the public (Durst, 2012; Karner, 2012)
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From page 38... ...
Furthermore, the availability of DC fast chargers could make it easier for BEV owners to use their vehicles more fully for intermediate-distance trips, such as weekend and evening noncommute trips. In addition to providing relatively fast refueling, publicly accessible charging must be placed at convenient locations.
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From page 39... ...
• Construction and environmental and electricity permits • Trenching, backfill, and site restoration • Installation of conduit and power lines to charging station • Installation of concrete pad and electric stub-out • Installation of curb or wheel stop and overhead lighting • Installation and testing of equipment Utility interconnection $12,500 to $25,000 • Costs are highly variable and depend on cost-recovery policies of the electric- per location power provider and condition of existing power-distribution componentsc • Generally includes utility costs for preliminary engineering and design, transformer upgrades, and labor for connection to the grid Host-site identification, analysis, and screening $5,000 • Identification of potential sites per location • Consultation with electric-power providers Negotiation, legal review, and execution of lease $6,000 • Making contact with several property owners per location • Exchanging and negotiating lease documents • Executing and recording documents TOTAL FOR DC FAST CHARGER AND 3-YEAR SERVICE $109,500 to $122,000 a Land costs are not included here. b Point-of-sale capabilities might include radiofrequency identification authentication and networking to backoffice functions (such as account management and customer billing)
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From page 40... ...
Continued public-private partnerships or other forms of government support might be required, especially if the objective is to provide DC fast-charging infrastructure necessary to support long-distance travel. In considering whether and how much to subsidize private investments in public charging stations or to enter public-private partnerships to build such stations, it is important to recognize that investments in publicly accessible charging infrastructure can indirectly promote PEV purchases through several channels.
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From page 41... ...
Given the relatively long time required to charge a PEV compared with fueling a conventional vehicle, publicly accessible charging is most likely to be used if it is available where drivers leave their cars parked. Charging providers have strong motivation to locate public charging where people spend time, such as malls, retailers, libraries, and airports.
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From page 42... ...
In recent years, urban congestion, high gasoline prices, and information technologies have combined to encourage the emergence of shared-use vehicles. A handful of companies have entered the business of making vehicles available for sharing, and a couple offer programs based on electric vehicles.
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From page 43... ...
Its analysis could include research to understand the effects of installing charging infrastructure on economic and related activity. The committee's final report will investigate further the extent to which AC Level 1, AC Level 2, and DC fast charging meet residential, workplace, and publicly accessible charging needs.
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From page 44... ...
In the middle to long term, a sustainable business model is needed. Although publicly accessible charging provides opportunities for briefer charging than residential and workplace charging, it offers several important benefits, including extending the electric range of all PEVs, relieving range concerns of BEV owners, and providing increased visibility for both PHEVs and BEVs.
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From page 45... ...
It also recognizes that there is little understanding of the extent to which incentives to deploy publicly accessible charging encourage PEV adoption or increase the number of electric miles driven. Fleets Fleets of PEVs have the potential to increase consumer awareness and adoption of such vehicles if cost-effective ways to charge large numbers of vehicles at the same time and close to each other can be found.
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From page 46... ...
2008. Development of the Most Suitable Infrastructure for Commuter Electric Vehicles.
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From page 47... ...
2010. Transitions to Alternative Transportation Technologies -- Plug In Hybrid Electric Vehicles.
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From page 48... ...
2013. "Charge Your Electric Vehicles without Cord." Available at http://www.pluglesspower.com/, accessed April 22, 2013.
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