Demand peaks in the 20:00 hour on weekdays. In Nashville, where EV Project participants do not have time-of-use electricity rates, demand increases each evening as charging availability increases, starting at about 16:00. Two EV Project regions were examined to identify regional differences. Charging demand, however, varies by region. It is low during the day, steadily increases in evening, and remains high at night. Charging availability for residential charging units is similar in each EV Project region. Charging demand is plotted to show charging demand on the electric gird over time. Charging availability is plotted to show the percentage of charging units connected to a vehicle over time. A method of data aggregation was developed to summarize charging unit usage by the means of two metrics: charging availability and charging demand. This information is provided to help analysts assess the impact on the electric grid of more » early adopter charging of grid-connected electric drive vehicles.
This paper summarizes usage of residential charging units in The EV Project, based on data collected through the end of 2011.
ECOtality has partnered with Nissan North America, General Motors, the Idaho National Laboratory, and others to deploy and collect data from over 5,000 Nissan LEAFsTM and Chevrolet Volts and over 10,000 charging systems in 18 regions across the United States. Department of Energy to lead a large-scale electric vehicle charging infrastructure demonstration, called The EV Project.
« lessĮCOtality was awarded a grant from the U.S. Although actual CD range varied widely as driving conditions varied, the average CD ranges for the two Volt groups studied matched the EPA CD range estimates, so CD range variation did not affect FUF results.
#Chevy volt range mpge drivers
Second, they charged more frequently than the J2841 assumption of once per day - drivers of Volts in this study averaged over 1.4 charging events per day. First, they had fewer long-distance travel days than drivers in the national travel survey referenced by J2841. Volt drivers achieved higher percentages of distance traveled in EV mode for two reasons. Using the EPA CD ranges, the method prescribed by J2841 estimates a FUF of 65% and 68% for the MY2011/2012 and MY2013 Volt groups, respectively. The actual observed fleet utility factors (FUF) for the MY2011/2012 and MY2013 Volt groups studied were observed to be 72% and 74%, respectively. Using data collected from Volts enrolled in The EV Project, this paper compares the real-world UF of two groups of Chevrolet Volts to estimated UF's based on J2841. The EV Project, a plug-in electric vehicle charging infrastructure demonstration being conducted across the United States, provides the opportunity to determine the real-world UF of a large group of privately owned Chevrolet Volt extended range electric vehicles.
UF estimates have been used in a variety of areas, including the calculation more » of window sticker fuel economy, policy decisions, and vehicle design determination. SAE J2841 presents a UF calculation method based on data collected from travel surveys of conventional vehicles. The utility factor (UF) concept was developed to quantify the distance a group of vehicles has traveled or may travel in CD mode. Mode of operation is predominantly dependent on customer usage of the vehicle and is therefore highly variable. In order to determine the overall fuel economy of a plug-in hybrid electric vehicle (PHEV), the amount of operation in charge depleting (CD) versus charge sustaining modes must be determined.
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