John Smart

Extended Range Electric Vehicle Driving and Charging Behavior Observed Early in the EV Project

INTRODUCTION Extended Range Electric Vehicle Driving and Charging Behavior Observed Early in the EV Project

Where do Nissan Leaf drivers in The EV Project charge when they have the opportunity to charge at work

This paper invesigates where Nissan Leaf drivers in the EV Project charge when they have the opportunity to charge at work. Do they charge at work, home, or some other location?

Analysis of Fast Charging Station Network for Electrified Ride-Hailing Services

Today’s electric vehicle (EV) owners charge their vehicles mostly at home and seldom use public direct current fast charger (DCFCs), reducing the need for a large deployment of DCFCs for private EV owners. However, due to the emerging interest among transportation network companies to operate EVs in their fleet, there is great potential for DCFCs to be highly utilized and become economically feasible in the future. This paper describes a heuristic algorithm to emulate operation of EVs within a hypothetical transportation network company fleet using a large global positioning system data set from Columbus, Ohio. DCFC requirements supporting operation of EVs are estimated using the Electric Vehicle Infrastructure Projection tool. Operation and installation costs were estimated using real-world data to assess the economic feasibility of the recommended fast charging stations. Results suggest that the hypothetical transportation network company f leet increases daily vehicle miles traveled per EV with less overall down time, resulting in increased demand for DCFC. Sites with overhead service lines are recommended for hosting DCFC stations to minimize the need for trenching underground service lines. A negative relationship was found between cost per unit of energy and fast charging utilization, underscoring the importance of prioritizing utilization over installation costs when siting DCFC stations. Although this preliminary analysis of the impacts of new mobility paradigms on alternative fueling infrastructure requirements has produced several key results, the complexity of the problem warrants further investigation.

DC Fast Charger Usage in the Pacific Northwest

This document will describe the use of a number of Direct Current Fast Charging Stations throughout Washington and Oregon as a part of of the West Coast Electric Highway. It will detail the usage frequency and location of the charging stations INL has data from. It will also include aggregated data from hundreds of privately owned vehicles that were enrolled in the EV Project regarding driving distance when using one of the West Coast Electric Highway fast chargers. This document is a white paper that will be published on the INL AVTA website.

INL Fleet Vehicle Characterization Study for the U.S. Department of Navy

Battelle Energy Alliance, LLC, managing and operating contractor for the U.S. Department of Energy’s Idaho National Laboratory, is the lead laboratory for U.S. Department of Energy Advanced Vehicle Testing. Battelle Energy Alliance, LLC collected and evaluated data on federal fleet operations as part of the Advanced Vehicle Testing Activity’s Federal Fleet Vehicle Data Logging and Characterization Study. The Advanced Vehicle Testing Activity’s study seeks to collect and evaluate data to validate use of advanced plug-in electric vehicle (PEV) transportation. This report focuses on US Department of Navys fleet to identify daily operational characteristics of select vehicles and report findings on vehicle and mission characterizations to support the successful introduction of PEVs into the agency’s fleets. Individual observations of these selected vehicles provide the basis for recommendations related to electric vehicle adoption and whether a battery electric vehicle or plug-in hybrid electric vehicle (collectively referred to as PEVs) can fulfill the mission requirements.

Magnitude and Variability of Controllable Charge Capacity Provided by Grid Connected Plug-in Electric Vehicles

As market penetration of plug-in electric vehicles (PEV) increases over time, the number of PEVs charging on the electric grid will also increase. As the number of PEVs increases, their ability to collectively impact the grid increases. The idea of a large body of PEVs connected to the grid presents an intriguing possibility. If utilities can control PEV charging, it is possible that PEVs could act as a distributed resource to provide grid services. The technology required to control charging is available for modern PEVs. However, a system for wide-spread implementation of controllable charging, including robust communication between vehicles and utilities, is not currently present. Therefore, the value of controllable charging must be assessed and weighed against the cost of building and operating such as system. In order to grasp the value of PEV charge control to the utility, the following must be understood: 1. The amount of controllable energy and power capacity available to the utility 2. The variability of the controllable capacity from day to day and as the number of PEVs in the market increases.

Charging and Driving Behavior of Nissan Leaf Drivers in The EV Project with Access to Workplace Charging

 A sample of 622 Nissan Leaf drivers participating in The EV Project with access to workplace charging charged at work on 53,351 vehicle days between March 2011 and December 2013.  On nearly a quarter of those days, drivers drove far enough that they could not have completed their daily driving without workplace charging, even if they fully charged at home.  On about half the days, drivers fully charged at home and “topped off” at work. On about a quarter of the days, drivers only charged at work, even though they had access to home charging.  While 14% of vehicles needed workplace charging to complete their daily commutes most of the time, 43% of vehicles needed it some of the time (i.e., on at least 5% of commuting days). This shows that workplace charging is valuable as a range extender for drivers who live far from work, as well as drivers who sometimes need additional driving range beyond their typical commute.  On days when drivers charged at work, they drove an average of 15% farther than days when they did not charge at work. This demonstrates that workplace charging provides a significant benefit for increasing electric vehicle miles traveled.  In fact, on days when drivers needed workplace charging, they drove 15 more miles, on average, than they would have been able to drive without workplace charging. The average commute on those days was 73 miles.

Where do Chevrolet Volt drivers in The EV Project charge when they have the opportunity to charge at work

This paper investigates where Chevy Volt drivers in the EV Project charge when they have the opportunity to charge at work. Do they charge at home, work, or some other location.

Workplace Charging Case Study: Charging Station Utilization at a Work Site with AC Level 1, AC Level 2, and DC Fast Charging Units

This paper describes the use of electric vehicle charging stations installed at a large corporate office complex. It will be published to the INL website for viewing by the general public.