Kristin Zimmerman, PhD
Advanced Technology Infrastructure
Chevy Volt Rollout
Strategy
General Motors
Warren, MI 48090
[email protected]
Presented at:
WPUI Program
July 14, 2011 - Madison,WI
Technology Highlights
• How it Works
–– Volt is an electric vehicle with extended-range
capability, powered by a propulsion system that
uses electricity
–– When the Volt runs out of battery charge,
it uses a small amount of gas in its
onboard generator to create enough
electricity to keep going for hundreds
of miles
• Battery Mode (25-50 miles)
–– In Battery mode,Volt will not use gasoline or produce tailpipe emissions
–– During this primary mode,Volt is powered by electrical energy stored in its lithiumion battery.
• Extended-Range Mode (~300 miles)
–– Once the initial electric charge is depleted, the range-extending gas engine will turn
on to seamlessly generate enough energy to continue to power the car for hundreds
of additional miles
–– The engine-generator eliminates “range anxiety,” giving peace of mind that the driver
will not be stranded by a depleted battery
Technology Highlights (cont.)
Battery
• Battery (16 kwh)
–– The Volt is powered by a
lithium-ion battery pack; the Li-ion
battery holds its charge efficiently
and has no memory effect (it doesn’t
have to be run down completely
before recharging)
• Charging (levels 1 and 2)
–– Volt can be plugged into a standard
120-volt household outlet or a 240volt charging station can be installed
–– Most efficient when plugged in regularly, but will operate fine without
being plugged in for days, weeks or even months
• Performance (no compromise)
–– Functional, efficient and fun to drive with quick acceleration
–– 0-60 in under 9 seconds
–– Delivers 273 lb-ft of torque, the equivalent of 150 hp and a top speed
of 100 mph
The Chevy Volt
An Enabling Technology System
• Charging Levels
• Key Utility Collaborative Partnership
• “Smarter” Charging and Grid Readiness
• Market Penetration
• Home Charging Installation & Training
• Lessons learned – Top 12 list for „plug in readiness‟
Charging Power Levels
120V (1.2 kW) Charging (20 amp rec)
– Plugs into standard household outlet
– Full charge in about 10 hours
– No additional equipment or installation typically
required
– Charge cord standard with the vehicle in NA
120V Cordset
240V (3.3 kW) Charging (30 amp rec)
– Full charge in about 4 hours
– Efficient and enables more opportunity to
drive electrically
– Requires a one-time investment to
upgrade garage with dedicated 240V circuit
5
J1772
Connector
and Vehicle
Plug
240V Charge
Station
GM / EPRI / Utility Collaboration
• Largest auto-utility collaborative effort in existence -- formed in 2007
• Over 50 utility members and the Electric Power Research Institute (EPRI)
• Focus areas: Vehicle-to-Grid Technical Interfaces, Aligned Messaging, Aligned
Policy Priorities, New Business Opportunities (EV-to-Grid)
BC Hydro
Snohomish County PUD No. 1
Seattle City Light
Avista
Portland General Electric
Corp.
PacifiCorp
Manitoba Hydro
Hydro-Québec
NY ISO
Great River Energy
Hudson G&E
Hydro Central
Northeast Utilities
Consumers Energy
Rochester
G&EUnited Illuminating
One
Dairyland PowerWe Energies
NYPAConEd
EnWin
DTE
LIPA
Madison
PJM
PSEG
Nebraska Public Power Dist.
Exelon
FirstEnergy
G&E
Constellation Energy
Sacramento Municipal UD
Lincoln Electric
AEP
Pepco Holdings, Inc.
Hetch Hetchy Water and Power
Hoosier
Tri-State G&T
Great Plains Energy
Dominion Resources
Pacific Gas & Electric
Ameren
Duke Energy
Services
Southern California Edison
Progress
Energy
Salt River Project
Tennessee
Valley
Authority
Arizona Public Service
Arkansas Electric Coop
San Diego Gas & Electric
Golden Valley Electric Assn.
Southern Company
Oncor
Austin Energy
Progress Energy
CenterPoint Energy
CPS Energy
Hawaiian Electric Co.
GM / EPRI / Utility Efforts & Engagement
• Utility-driven Volt Readiness programs – statewide and local
• Especially critical is home charging installation readiness
• Advanced Technology Demonstrations
– Smart Charging (Power Line Communication, AMI, OnStar), Fast Charging,
Secondary battery use, Battery-to-Grid
• Codes & Standards
•
EPRI IWC driving SAE industry standards for Electric Vehicle charging (SAE J1772 120V, 240V) and Communication Protocol/Standards (SAE J2836)
• Public Utility Commission Engagement and Outreach
– NARUC, CPUC, MPSC,…
• Engagement with EEI, APPA, NRECA, NECA, IBEW
• EDTA’s industry-collaborative Consumer Website “GoElectricDrive.com”
• Also GM’s Emergency Responder Training with NFPA
Smart Charging Functionality
Volt charging options move customers away from peak
charging, result in a “stagger” that prevents a new evening
peak, and includes manual programmable features that
anticipate more automatic "smart grid" features to come.
Early Notification – Guiding Smart Grid Planning
• Addresses emailed to Utilities every 2-3 weeks
– Only with Customer consent to Opt-In (96% rate in MI)
– Addresses of Volt customers shared with Utility
typically before delivery of the vehicle to the
dealership
• Enables modeling of local distribution and
transformer loads, early planning, etc.
– Request to utilities to share lessons learned to better
inform “smart/evolving” grid development for the
State
– Tracking of adoption rates for customers signing up
for special rate/EVSE incentive programs
www.pluginmichigan.org
Volt Rollout Status - National
• Ship to Commerce began mid December 2010
• 648 Participating Volt Dealers (7 launch states)
• +717 Authorized Volt Service Sites (non launch states)
Now expanded to 2,631
for national rollout – and
now taking orders
• ~3,000 Volts delivered to customers (as of 7/1/2011)
• Supply driven – not demand (i.e. currently more demand than supply)
• Focus on Quality launch and progressive build-up of volume
• Volt Plant capacity now being ramped up to 60,000/yr production rate
• Cost reduction key in next generations: MY11 ~$41k; MY12 $39,145 (base MSRP)
GM Confidential
11
Volt Rollout Status - Wisconsin
• Retail Availability – November 2011
• 104 Dealers taking orders now
• MY 2012 Production ramped up to 60,000 units
• 6/24: 13 Volts delivered to WI (10 residential)
– There are more being purchased outside of WI
• Key Utility Partners:
– WPSC
– Xcel Energy, Madison G&E
– WE Energies, Alliant Energy
Home Charging Installation | SPX - Volt Website
www.homecharging.spx.com/volt
• One-Stop shopping for Volt Home
Charging Installation
• Why SPX?
• Benefits of 240V Charging
• Recommended Charging Products
• Resource Center
• Installation Process
• Installation Pricing
• Electrical Contractor Info
• Home Charging FAQs
• Volt Vehicle Info
• Pre-Install Survey
• Special Programs & Incentives
• How to Order
• Toll-free Number:
877-805-EVSE (3873)
Contractor & Inspector Outreach
EV-ITP - GM is collaborating with NECA, IBEW and IAEI (both
nationally and at the local chapter level) to roll-out training to
electrical contractors and inspectors
• GM First Responder Website
• https://www.gmstc.com/FirstResponder.aspx
• OnStar Public Safety microsite
• http://www.onstar.com/web/portal/publicsafety
• GM and NFPA partnership for training/education (DOE grant)
• NFPA to launch website www.evsafetytraining.org
• Will include web based reference/training materials (co-developed
with GM)
Electric Vehicle Infrastructure
Training Program (EVITP)
A structured platform for delivering training and
certification for the installation of Electric Vehicle Supply
Equipment (EVSE’s) across Residential, Commercial &
Public Markets.
What is EVITP?
A not-for-profit, collaborative training program that addresses the
technical requirements, safety imperatives, and performance
integrity of industry partners and stakeholders including:
Automobile Manufacturers
Investor-Owned and Municipal Utilities
Electric Vehicle Supply Equipment Manufacturers
Electrical Energy Storage Device Manufacturers
State and Local Electrical Inspectors
Electrical Contractors
Electrical Workers
First Responders
The EVITP curriculum was developed in partnership with EV
Industry Stakeholders and subject matter experts from around the
country.
EVITP Master Train the Trainer
• Over 56 Candidates from 21 states completed the first
ever EVITP Master Train the Trainer in Chicago, April
14-16, 2011.
• These new Master Instructors will return home to train
more Instructors and begin Contractor and Electrician
training by June 2011.
• All Master Instructors passed both the written test and the
hands-on lab practicum.
Lessons Learned – Top 12 List
1. Be prepared to answer customer questions - prepare a process and
points of contact (incl. 1-800 numbers and an easy-to-read EV website)
2. Offer compelling, low-cost PEV charging programs that are, in fact, low
cost after ALL costs are considered
3. Plan to provide individual rate analysis - prepare to calculate individual
rate analyses for consumers who have multiple options
4. Provide and/or advocate home charging incentives to offset the burden
to early adopters relative to cost, complexity and inconvenience.
5. Plan to work closely with automakers’ third party home charging
installers – particularly in large, complex utility service territories
6. Assess local distribution grid impacts using Early PEV Customer
addresses (e.g. GM Early Utility Notification Process)
7. PEV charging infrastructure priority is on home charging, followed by
workplace charging, followed by public charging
Lessons Learned – Top 12 List (page 2)
8. PEV charging priority is on 120-240V
9. Support GoElectricDrive.com – contribute to this national industrycollaborative website for consumers
10. Establish an active task force at the state level to coordinate EV
stakeholder efforts regionally (include utilities, utility regulators,
legislators, inspectors, electrical contractors, automakers)
11. Walk before we run – don’t support introduction of disablers that slow
the adoption of PEVs by consumers
12. Keep it (everything) Simple -- Minimize cost, complexity, and
inconvenience to Customers
[Full list Description in background slides]
General Motors, Electrical Infrastructure Team – May 2011
Background – Top 12 List Description
U.S. EV Infrastructure Readiness – Top 12 Messages:
Primary Audience: Utilities, Utility Regulators and other EV Readiness Stakeholders
1. Be prepared to answer customer questions - prepare a process and points of
contact (incl. 1-800 numbers and an easy-to-read EV website) for answering
questions related to EV charging (cost to charge my PEV, rate options, meter
options, installation costs, grid impact, cleanliness of electricity - carbon footprint renewable content, availability of public charging, etc...)
2. Offer compelling, low-cost PEV charging programs that are, in fact, low cost after
ALL costs are considered (e.g. EVSE, meter, installation, low-tier AND high-tier
customers, daytime electricity use in the home, nighttime electricity use in the
home); experience to date suggests 2nd meters way too expensive – must find
another solution (e.g. sub-meter)
3. Plan to provide individual rate analysis - prepare to calculate individual rate
analyses for consumers who have multiple options and prepare to advise these
customers on their “best” option (incl. cost of any hardware/meter installations);
note, an online calculator is not adequate
U.S. EV Infrastructure Readiness – Top 12 Messages: (page 2)
4. Provide and/or advocate home charging incentives to offset the burden to early adopters
relative to cost, complexity and inconvenience. Early customers pay both cost and
inconvenience penalties due to the lack of competition in the market, lack of technology
options (e.g. 2nd meters vs. submeters, EVSE's), and lack of experience needed to streamline
processes (e.g. permitting, installing, etc…), This can grow to become a significant barrier to
PEV adoption (reference incentives of $2,000-$2,500 per customer at DTE, Consumers
Energy, LADWP, Lansing BW&L, and $1,200 from CEC); ensure fair access to incentives by
all consumers regardless of geography.
5. Plan to work closely with automakers’ third party home charging installers – particularly
in large, complex utility service territories, ensure the roles during the installation process
are well-defined and the processes are streamlined (note that many automakers plan to use
national 3rd party installer services to manage local-area electricians); support outreach /
training activities to coordinate these roles and establish a line of communication to resolve
customer installation issues (incl. utility service and metering processes/requirements,
electrical contractor/inspector home installation issues and learnings).
6. Assess local distribution grid impacts using Early PEV Customer addresses (ref Early
Utility Notification process established by GM) and pro-actively respond to any negative
indicators; share assessments and learnings with OEMs relative to potential local grid
impacts - this is a learning for automakers, too.
U.S. EV Infrastructure Readiness – Top 12 Messages: (page 3)
7. PEV charging infrastructure priority is on home charging, followed by workplace
charging, followed by public charging – it is important to work strategies and
streamline processes in this order. As the PEV market grows over time, utilities
should facilitate/coordinate a strategy and targeted outreach plan for the more
complex issues of charging at multi-family dwellings (apartments, condos,..) and
workplaces (includes utility, municipality, major developers and major employers);
utilities should help “optimize” the placement of public charging.
8. PEV charging priority is on 120-240V - 120V is the most convenient, lowest upfront cost approach to PEV charging; 240V is faster, but home installation costs
range from $500-$6,000; DC fast-charging is not a prerequisite to PEV success
(except possibly in highly-congested cities where home charging is non-existent;
note, there is not a standard in place yet), but is probably inevitable (faster will
always be viewed as better if the consumer is not paying for it) - utilities need to
be part of designing this strategy.
U.S. EV Infrastructure Readiness – Top 12 Messages: (page 4)
9. Support GoElectricDrive.com – contribute to this national industrycollaborative website for consumers by contributing PEV-relevant information and
links, and draw materials from this website to ensure common, consistent PEV
messages.
10. Establish an active task force at the state level to coordinate EV stakeholder
efforts regionally (include utilities, utility regulators, legislators, inspectors, electrical
contractors, automakers)
11. Walk before we run – don’t support introduction of disablers that slow the
adoption of PEVs by consumers until PEVs reach a stable market share (e.g. road
taxes)
12. Keep it (everything) Simple -- Minimize cost, complexity, and inconvenience to
Customers
General Motors, Electrical Infrastructure Team – May 2011