Chevy Volt Rollout Strategy

Transcription

1 Chevy Volt Rollout Strategy Kristin Zimmerman, PhD Advanced Technology Infrastructure General Motors Warren, MI Presented at: WPUI Program July 14, Madison, WI

2 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

3 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 240- volt 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

4 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

5 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 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 120V Cordset 5 J1772 Connector and Vehicle Plug 240V Charge Station

6 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 Manitoba Hydro Snohomish County PUD No. 1 Seattle City Light Avista Hydro-Québec Portland General Electric Corp. PacifiCorp NY ISO Great River Energy Hydro Central Hudson G&E Consumers Energy Northeast Utilities Rochester Dairyland Power One G&EUnited Illuminating We Energies EnWin NYPAConEd Madison DTE PJM LIPA Nebraska Public Power Dist. Exelon PSEG Sacramento Municipal UD G&E FirstEnergy Lincoln Electric Constellation Energy AEP Pepco Holdings, Inc. Hetch Hetchy Water and Power Tri-State G&T Great Plains Energy Hoosier Dominion Resources Pacific Gas & Electric Ameren Duke Energy Southern California Edison Services Salt River Project Progress Energy Arizona Public Service Tennessee Valley Authority San Diego Gas & Electric Arkansas Electric Coop Golden Valley Electric Assn. Southern Company Oncor Austin Energy CenterPoint Energy Progress Energy CPS Energy Hawaiian Electric Co.

7 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 J V, 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

8 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.

9 Early Notification Guiding Smart Grid Planning Addresses ed 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

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11 Volt Rollout Status - National Ship to Commerce began mid December Participating Volt Dealers (7 launch states) +717 Authorized Volt Service Sites (non launch states) ~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 Now expanded to 2,631 for national rollout and now taking orders Cost reduction key in next generations: MY11 ~$41k; MY12 $39,145 (base MSRP) GM Confidential 11

12 Volt Rollout Status - Wisconsin Retail Availability November 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

13 Home Charging Installation SPX - Volt Website 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: EVSE (3873)

14 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 OnStar Public Safety microsite GM and NFPA partnership for training/education (DOE grant) NFPA to launch website Will include web based reference/training materials (co-developed with GM)

15 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.

16 The EVITP curriculum was developed in partnership with EV Industry Stakeholders and subject matter experts from around the country. 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

17 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, These new Master Instructors will return home to train more Instructors and begin Contractor and Electrician training by June All Master Instructors passed both the written test and the hands-on lab practicum.

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19 Lessons Learned Top 12 List 1. Be prepared to answer customer questions - prepare a process and points of contact (incl 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

20 Lessons Learned Top 12 List (page 2) 8. PEV charging priority is on V 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

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22 Background Top 12 List Description

23 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 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

24 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.

25 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 V - 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.

26 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