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Jacques de Selliers, Ir

Since EVs are not electrified ICVs, what’s the right charging model? Spotlight on 240-volt (Level 2) charging Plug-In EV Infrastructure Europe 2011, Frankfurt. Jacques de Selliers, Ir Managing Director Going-Electric, Association for Electric Vehicles and their users in Europe

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Jacques de Selliers, Ir

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  1. Since EVs are not electrified ICVs,what’s the right charging model?Spotlight on 240-volt (Level 2) chargingPlug-In EV Infrastructure Europe 2011, Frankfurt Jacques de Selliers, Ir Managing DirectorGoing-Electric, Association for Electric Vehicles and their users in Europe www.going-electric.org, jsm08@going-electric.org, tel: +32 475 55 20 26Former importer of REVA electric cars in Belgium. The Right Charging Model

  2. Cars are NOT motorised horse carriages But first cars were like motorised horse carriages: Electric Construction Corporation 1896.Steered by reins! Daimler Victoria taxi, 1897Driver sitting high upto see above the horses? The Right Charging Model

  3. EVs are NOTelectrified ICVs • The main difference is RANGE: • ICVs (Internal Combustion Vehicle) have a virtually unlimited range:5 min to refill 700 km. • EVs (Electric Vehicles) have a limited range:Ultrafast charging: ±30 min to refill 100km.  EVs cannot be used for long trips • Short trips (<60km) = ±80% of cars mileage, ±90% of cars trips. • So it’s a good idea to design EVs for short trips. • How should EVs be designed? • >90% of short trips = 1 occupant, urban and slow congested traffic. • For such trips, large cars are not only unpractical (hard to handle and to park)they are also obnoxious: energy consumption, congestion, hazard to others.  For such trips,Micro-EVs are ideal: agile in traffic, easy to park, reduced congestion, low power consumption The Right Charging Model

  4. EVs of the future • Fast in traffic and easy to park  objectively ideal for commuting & city-driving • Minimal consumption & emissions  very environmentally friendly • Minimal congestion of traffic and parking  very city-friendly • EVs are the opportunity to develop a fast and sustainable urban mobility The Right Charging Model

  5. What about long trips? • EREVs are clean options for long trips: • EREVs: Extended Range EVs (such as Opel Ampera) • When batteries are exhausted, an on-board generator switches on.  Clean for short trips (80%), polluting only for long trips (20%). • FCVs are also clean options for long trips: • FCs (Fuel Cells) convert Hy to electricity. • Hy from natural gas  70% less CO2 than equiv. ICVs • But still in the pilot phase… • Other clean options: public transport • Bullet train: about equiv 2 litre petrol/100km/passenger • Plane: about equiv 3 litre petrol/100km/passenger. • Regional train, busses: depends on occupancy rate… EREVs, later FCVs, and/or public transport… The Right Charging Model

  6. Which EV charging? • No-one will buy an EV if he cannot charge it But about 50% of EU families don’t have a garage… • Driving to a fast charging station is not convenient • Minimum 30 minutes per 100 km charge, plus driving time… • Inspired by the petrol car model: drive to a filling station… • Low-power charging at or near home is convenient and inexpensive • Inspired by the mobile phone model: charge while sleeping… • 100 kerbside low-power charging poles (with cut-off during peak electricity) cost no more than 1 fast charging station and charge 5-10 times more EVs. • Night charging uses off-peak electricity  good for the grid (& renewables). • 220V @ 10A for 8 hours charges a micro-EV for 160km  plentiful. What is needed is inexpensive low-power charging poleson the kerbside in residential districts. The Right Charging Model

  7. How to implement kerbside residential • Lease kerbside parking spots to EV owners • Great incentive to buy an EV (especially where parking is difficult) • Lease can compensate for loss of petrol tax (EU: ±1000€/year/EV). • Objections • Public space should remain public:Reserved kerbside parking already feasible for handicapped and police cars. • Unfair to favour EV owners:Authorities must favour what’s good for society.EVs benefit to society, not to their owner. The Right Charging Model

  8. What about other EV charging alternatives? • Charging at the office • Great for users if free (or made cheaper than home charging). • But insufficient: useless during WE or holidays… • Also, uses daytime electricity (bad for the grid).  Residential charging is still essential… • Battery swapping (BS) • Daily usage: inconvenient – driving to a station, waiting (peak hours). • Long trips: mostly during specific days (holidays, sunny WE) • Each EV model will have its own specific battery.  Maybe useful for some fleets; otherwise heavy investment rarely used… • Fast charging • Some EVs will occasionally need to drive medium distance trips. • Useful in some places (remote shopping malls, freeways…) • Also useful in city centres against range anxiety (Tepco experience).  Only to occasionally complement residential charging… The Right Charging Model

  9. How governments act? • Most countries concentrate on fast charging: Only a few places (i.e. Netherlands) concentrate on residential charging. • EU if focussed on charging standardisation: • Not needed for residential charging: domestic plugs at 10 Amps are bestand most convenient: 1 million times more domestic plugs than petrol stations! • Mode 1 is as safe as Mode 2 (no need for heavy bulky ICCB). • AC charging: war between a German and a French plug (& other continents) • Fast charging stations are expensive  can accommodate several sockets. • War between 2 fast charging techniques: • AC charging: cost and weight in EVs, but cheaper charging stations. • DC charging: expensive charging stations, low cost and weight in EVs. • Since fast charging is exceptional, DC charging makes more sense! • But the only DC charging standard (CHAdeMO) is Japanese… The Right Charging Model

  10. Other charging considerations • EVs are no big deal for networks • If all cars were EVs, electricity consumption would increase by about 12%. • Switch to 100% EVs will take at least 25 years  consumption increase 0.5%/year = business as usual… • Residential charging use off peak electricity (with simple control)  little infrastructure increase needed (about 6 to 8%) • Vehicle to Grid (V2G) is unlikely: • Charging/discharging decreases battery lifespan. • The most expensive part of an EV is the battery. • Users want their battery to charge when plugged – not the opposite! • V2G is only possible with expensive fast charging stations(NOT with inexpensive residential charging). • Energy storage is not needed when the load is balanced (which night charging will provide). The Right Charging Model

  11. Mid 80’s mobile phone:Room for thought… 25 years ago, mobile phones weighted 800g and cost 4000$. • Customer surveys then forecasted a maximum 5% market share. • Their weight, size and cost plummeted rapidly with mass production of their batteries and electronic components (= 50% of EV cost). • They spread because they brought unique benefits to customers… • Worldwide infrastructure was completed in 15 years… The Right Charging Model

  12. Thank you very much! More info at www.going-electric.org The Right Charging Model

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