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>> Welcome, everyone,
to Wednesday Nite at the Lab.
I'm Tom Zinnen.
I work here at the UW-Madison
Biotechnology Center.
I also work for UW-Extension
Cooperative Extension.
On behalf of those folks and our
other co-organizers,
Wisconsin Public Television, the
Wisconsin Alumni Association,
and the UW-Madison
Science Alliance, thanks again
for coming to Wednesday Nite
at the Lab.
We do this every Wednesday Nite,
50 times a year.
Tonight it's my pleasure to be
able to introduce to you
Ted Bohn.
He works at Argonne National
Laboratory.
He got his master's degree in
electrical engineering here at
UW-Madison.
He grew up in Cleveland,
Wisconsin.
I just drove through Cleveland,
Ohio, the other day.
I'm assuming Cleveland is over
by Lake Michigan?
Different place, different lake.
Tonight, he's going to talk
about electric cars.
I got a sneak peek at his
Powerpoint, and it's pretty
remarkable, the historical track
of electrical cars.
I'm pretty excited about getting
to hear about what's going to
happen in the next five or ten
years.
It's amazing what's happened in
the last 110.
Please join me in welcoming Ted
to Wednesday Nite at the Lab.
[applause]
>> Thank you very much,
everybody.
My name is Ted Bohn.
I work for Argonne National Lab.
I have a zero-time appointment
here at the university, so I
have a lot of affiliation with
the university.
No salary, but a lot of
affiliation.
[laughter]
I actually use them as one of my
prime contractors, so when you
say what's the quid pro quo, I
have the most talented people
that I can access here, and I
also live in Madison, so even
though my office is in Chicago,
I work in Detroit and
Washington, DC, my home is here.
And everybody knows why your
home would be here.
So, that being said, a lot of
things are happening in the last
century plus.
Most people think that the
electric car thing is new and it
is the future.
Pretty true that people a
century-plus ago said the same
thing.
Edison, Steinmetz, and Ford, and
Ford's wife, everybody's gonna
tell you the same thing.
If we can just get a better
battery, we're all set.
[laughter]
So most people would say, for
their phone, it's not really a
problem, right?
It used to be you'd have a half
a day on your battery.
You'd change batteries, plug it
in.
Most people's smart phones can
go a day.
A lot of it has to do with the
amount of consumption.
So efficient vehicles make
batteries last longer.
Better infrastructure, and where
it is you would plug in your
battery.
You can imagine that if there
were no plugs to plug in your
phone, it would be kind of hard
to maintain your flow.
So, for electric vehicles it's
about getting where you need to
go with the resources you
already have.
Planning ahead is one part and
having the right tool for the
right job.
We're going to spend a lot on
historical content today, a
little bit on technology and
standards, and then of course
look a little bit toward the
future.
That's basically what I work on,
is not quite determining the
future, but enabling the future.
What we do at Argonne National
Lab, and let me go back and just
talk about where we've come in
the last century.
A century ago, there were
garages with charging stations
on the wall and cabs and other
fleet vehicles that would come
in, plug into the front and
drive away, just like we do
today.
Everyone says, oh look and see
this new thing I have.
It's only a hundred years old.
They're only, you know, 50,000
cars doing this a hundred years
ago, but if you think it's new,
it's new.
It's new to you.
And we'll just talk a lot about
that.
I do have to point out this is
sponsored.
My activity, my participation
here, a lot of these slides,
are your tax dollars at work.
I'm very proud to say that's
what we actually do.
We spend money.
We don't make money.
We spend money that is used
wisely, instead of money that is
used just so they could get rid
of it.
At Argonne National Lab, this is
the campus, the central office
buildings.
My lab is over here, in this
cluster of buildings.
This is where we have the smart
-- operability center.
Again, I do a lot with the grid.
Over here, is the advanced
photon source, where they do
very, very, very, very short
wavelength radiation, shorter
than xrays, to look at different
things on how proteins are
built, how molecules are put
together, and again, anything to
do with nanos.
This building over here is the
nanotechnology center.
Just to give you an orientation.
So, is a headline from this week
or a century ago?
Which is, "Do you really need
a 200-mile-on-one-charge
battery car?"
I heard that.
You have to have
a 200-mile range car.
This is a century-old ad
out of Harper's Weekly.
Literally, this is a piece of
newspaper, an ad, and these
words on it.
One of the things people do in
their car, they go shopping, go
to parties, theater, market,
work, church, hospital, farm.
I take my electric car out to
the farm.
But this calling?
Huh, not a lot of cell phones a
hundred years ago.
That was when you'd go to call
on someone else.
You'd take your car and you'd
call on them.
[laughter]
So, inflation.
A lot of people will talk about
how expensive cars are.
Adjusted for inflation, they're
about the same.
So, in 1914, a Detroit electric
is $2,500.
Boy, I'd like to buy that car
now.
Well, if you would buy that car
now, it'd be $56,000 about the
cost of a BMW i3 or some of the
other modern cars.
Again, this is just to let you
know some of the formatting is
not as clear as it should be.
I recycled a lot of slides, and
I'm very much on recycling, so
both in materials and labor.
But the Model T, by comparison,
was about one-fifth the price.
So, about $12,000, about the
same as a Hyundai-Kia.
The Runabouts, which were much,
much simpler, were just above
that, about $20,000.
It kinds of talks about entry
level, Honda Fit, some of these
entry level electric cars, the
Mitsubishi i-MiEV, not a lot
of features, not a lot of price.
Then the Surrey which I thought
was kind of outrageous, this one
right here the equivalent of
$38,000 and some of the options
were, I can't see where it is
down here.
Anyway some of the add-ons were
several hundred dollars which
would be the equivalent of
leather seats and a roof.
Again everybody a century ago,
Detroit Electric saying that we
are the best company, we will be
around forever we use worm or
bevel gears for your axle.
Anybody who knows about gears
it's a very old technology so
the point is that a century ago
we had all these electric cars
in these garages with wall
chargers and we had street
infrastructure, in the gutter
plates, on the street, in the
snow, in the winter, in Detroit
a century ago there were 46,000
miles of electric taxis in
operation a century ago.
Fleets of cars not just a few
but fleets in Detroit; not in
Miami or some other sunny place.
Just to warm up your brain
cells what is the best way to
get around in the future?
This whole personal
transportation paradigm might
not be the future.
Before we go too far into the
past we'll go look into the
future and say will everybody
have their own car or we do this
car sharing thing?
Or will there be lots of bikes
parked everywhere?
Or will you be caring your deer
home from hunting season on your
bike?
Or carrying your washing machine
home on your back?
The label didn't show up on here
but this is Tolstoy on his bike
so while you're thinking great
thoughts and writing great
stories you'd be riding your
bike.
I believe that is the future.
As I was saying about the 60
occupying this space so here is
60 people standing next to each
other, here's 60 people on a
bus.
Here are 60 bicycles and 60
people, about the same volume.
Here are 60 cars, in fact
there's not even 60 cars,
there's less then 60 cars.
Here you can just see that the
volume of personal
transportation is much greater
then a bus or a cluster of
bikes.
Looking at the lifetime C02 per
kilometer, grams per kilometer a
bicycle you wouldn't think would
be that high, 21 grams.
Electric assist bicycle only a
gram more so that's pretty good.
That means that I don't have to
peddle so much and I'm not
really having a big carbon
footprint.
A passenger car again, based on
short trips that a bicycle
would make 270 grams.
You can see over an order
of magnitude and a bus is
someplace in between about 100
grams.
Some people say that a runner is
about 50 grams per mile.
I know per mile better the
kilometer.
Most hybrid cars are well under
100 grams per mile.
The moral of that story is if
you're going someplace
especially to a foot race,
drive your car then run.
[laughter]
A hundred years of electric
transportation, GE has this
charging station called the
watt station.
A century ago, they had
something called the watt
station and here is a very
elegantly dressed person with
a very bright light behind this
charge station plugged.
This is a mercury vapor arc
rectifier.
A century ago they had 8,000
chargers, 8,000 home DC
chargers.
Then it goes man, we're going to
have DC charging in our home.
This lady knew that a century
ago.
GE knew that a century ago.
Here's Steinmetz from GE and
Edison and this is basically
Steinmetz conceding to Edison
saying, you know what, we can't
figure out how to make a good
battery but Edison batteries
rock.
That's what basically Charles
Proteus Steinmetz signed it here
and he said average guy can't
afford to maintain a horse.
Horses are expensive to feed but
an electric car that you can
afford.
Again, a century ago in an ad in
this Electric Review 1914.
Porsche's first car, some of you
have seen this in the headlines
recently 112 years in storage
pull it out.
Basically it was built in 1898,
he was 23 years old, he's got
his initials scrawled into here.
He worked for Loaner, built this
surrey that had eight
convertible bodies so you could
put different styles of
components on top but this is
the restored actual first
electric vehicle that Porsche
built.
His lightweight 286 pound motor
did all of three horse power
continuous five horse peak.
This here is a motor drive it's
150 horsepower and that's four
years old.
The next generation is about the
size of a box of cigars, 150
horsepower traction drive.
Again very, very high density,
high voltage, again over a
century of evolution.
Battery swapping, a lot of
people know that Project Better
Place failed to meet its
expectations after burning
through 850 million dollars of
investor money they decided to
call it quits that they couldn't
return on their investment.
A century ago, a lot of people
knew the same thing that it
really wasn't a good idea.
They had taxi cabs a century ago
and in this taxi cab there is a
pallet full of batteries so of
course the cabby sat up high
where he's got his tiller.
The passengers sat in the front
and in the center is a tray full
of batteries.
When the batteries were
discharged instead of taking
overnight to recharge the
vehicle they'd pull into this
fixture and there are two large
levers over here that the
operator would because as you
can imagine if you're putting in
500 pounds of batteries into a
leaf spring vehicle it's going
to go down as you put it in, as
you pull it out it's going to go
up.
You have to match the batteries
to the vehicle.
They would have large hydraulic
rams that would allow them to
articulate the vehicle to get
the battery in and out; a lot of
mechanical engineering a century
ago.
You can see these wooden frames
where they have trays of
batteries much like a fork lift
operation where the swap it out.
Charging garages and you can see
these are some more of these
mercury vapor arc rectifier
tubes.
Again, a pool of mercury that
they turn sideways until it
strikes an arc and then
vaporizes and that was the
rectifier a century ago;
stations of them with lots of
analog meters and lots of cables
and lots of cars that were
plugged in.
These DC charging stations that
people are proposing with new
safer standards were around a
century ago; again, economically
feasible a century ago,
economically feasible now with
different constraints.
"Does is pay?"
I don't have enough time to go
through all of these but you can
see a lot of slides, switches
and a lot of knobs and tubes and
wires that the operator would
have to know what he'd doing on
charging battery vehicles but
here are those four batteries
that were in the swap.
It's a dollar a ride for an
electric taxi a century ago.
A dollar was a lot of money a
century ago.
That's like me saying I want to
take a Nissan LEAF cab from here
downtown, $25.
Wow, how many rides will it do?
Fifteen hundred rides, you say
wow some cab companies do 1500
rides a day not in a whole
operation.
The point is that all this
switching station and charging
and swapping never broke even.
We'll go back 50 years.
I can go back in more
granularity but we'll just do it
in decades.
Fifty years ago and a lot of
people remember them, most of
you have good memories, you can
remember the Electrovair.
The front was filled with silver
zinc batteries, most people know
that silver zinc batteries are
most often used on one way trips
in military defense articles.
In a torpedo or a missile you
don't expect that battery to
come back.
This is a car stuffed full of
batteries that don't expect to
have a very long lifetime and
again very good density but they
did it all with SCR's.
Anybody who knows power
electronics this is a big feat
to do this, no computers, gate
turn off devices, it was a lot
of technology for 50 years ago.
The Electrovair was an
investigation that lead towards
the electro-vet and some other
things but just
looking in the back you can see
a spaghetti mess of wire, a
whole bunch of batteries, the
horizontal fan that was in the
Corvair.
These were some papers that were
published 50 years ago, half a
century ago.
Forty years ago seems like a
long time ago and for some
people it is but looking back at
Slide Rule calculators, so the
electronic Slide Rule first same
out in 1974, the SR-52 with a
Slide Rule.
It took only three seconds to
come up with a trigonometric
answer, three, one, two, three
before it came up with an
answer.
Most people were amazed and
again they were on the order of
$200.
If you were using a Slide Rule
that was a great time saver.
Today we have Google glass,
here's a dime and that shows you
the monitor that fits inside the
eye piece and you have basically
a full on wearable computer in
just 40 years.
You can imagine what the next 40
years holds.
A lot of people say we need DC
off board charging.
Here it is, 350 mail jeeps were
deployed by the US government
and AMC for the postal service.
Three hundred and fifty units,
40 years ago, lots and lots of
DC charge vehicles in fleet
operation every day.
Battery swapping, here's a
company in Boston who did
battery swapping on delivery
vehicles.
Mail vehicles were electric
vehicles; today we have mail
vehicles that are electric
vehicles.
Thirty years ago, EV-1.
Hard to believe EV-1 came out
30 years go as a T-pack design.
We have one here in case anybody
doesn't know, here at UW Madison
we have one of the remaining 40
left on the planet and it has a
T-pack in the middle and it
originally came with lead acid
and then second generation was
nickel metal hydride.
The motor drive system on the
front was about 100 kilowatts so
you can see this thing that goes
fender to fender, now fits in a
cigar box; again, 30 years of
evolution.
I worked on this product a long
time ago at GM.
Eight years ago, and it doesn't
seem like eight years ago.
Eight years ago the Chevy Volt
was released.
It was in production in 2010 but
eight years ago was when they
announced the program and made
it public.
Again the T-pack, lithium ion
batteries, water cooling plates,
you can see the difference in
the size of the packs between
the EV-1 and the Volt.
Anyway, we move on to today.
The Tesla model S has 8,000
18650 cells.
These are trays of the cells
that are welded into an array
with cooling and a insulating
thermostat in between and then a
lot of inner connects.
These are made and such with the
spot welds and I don't have a
close up of the spot welds, the
spot welds are on the end of
each battery if there is a
failure isolates the failure.
You would never have a cascaded
failure.
This is a segment out of a fire,
a first responders video on how
to flip the car on its side to
extricate some of the items
underneath.
You can see the whole bottom of
the car is flat.
What normally people would do to
jack or pry you can't do in an
aluminum car because there's
nothing to pry again as some
people know.
Like jacking in mud, if you put
a level against it all you do is
push into the mud.
In an aluminum vehicle as soon
as you start to pry the wheel
away from the vehicle all you do
is punch a whole in the vehicle
and you actually don't get the
vehicle to come apart.
A lot of first responder
training is needed.
You can see on the bottom is a
very thin battery pack that
spans the whole bottom of the
car.
This one is from the Tesla model
X the gull wing car which has
all wheel drive.
Again, zero to 60 in, I don't
know what they're saying, 3.3
seconds some $100,000 car.
You get sports car performance
at a price better then a BMW M3.
Plug in vehicles all need the
appropriate rate of charging.
If you have, and I'm not sure
exactly what everyone in the
crowd is familiar with so I'm
just going to go over this, mild
short range electric cars, short
electric range plug in hybrid
vehicles have about a five
kilowatt hour battery and the
charger will take on from the
wall about one and a half
kilowatt and from a fixed
prewired source, three kilowatt.
Very small battery like a
humming bird it drinks a little
bit but it has to do it quite
often.
An extended range vehicle like
I saw some people pull into the
parking lot with their Volt you
have about 10 to 20 kilowatt
hours.
The Volt generally takes on
about 10 kilowatt of energy and
you'd like to charge at a rate
up to six kilowatts.
It's three kilowatt is the
typical charge that's on board
because again, rate costs money.
Anybody who's a fan of mad max
to say speeds a matter of money,
how fast do you want to go?
Same with charging
infrastructure, same with PAR
electronics; it's easy to do
it'll just cost you money.
On a $100,000 vehicle and extra
two to three thousand dollar
premium for a charger is
unnoticeable.
On a $12,000 vehicle well that
would be 1/3rd to ¼ of the
incremental cost you would never
think about doing that.
Then the battery electric
vehicles as we just mentioned
they have 20 kilowatt hour, 85
kilowatt hour if you can afford
that much battery and they'll
charge above six kilowatt.
Market share, a lot of people
say, wow, look at Norway, they
are awesome, 6% of the vehicles
in Norway are electrified.
I know of people in the audience
know the answer, why is that?
Well, they get to drive in the
bus lane, they get about $80,000
off on their taxes, you're like
what do you mean?
Vehicles cost about $80,000 so
F1-50 in Norway costs about
$80,000.
They heavily, heavily dissuade
you from using petroleum which
Norway sells.
You say why would you eat your--
It's like a dairy farmer eating
all his cheese instead of
selling it.
It's like got to have something
to sell.
They highly subsidize electric
vehicles, again, the air is
clean in Norway why would you do
that?
They don't want to be a
petroleum dependant country.
Those subsidizes have made it
tough for buses to get through.
There is more traffic in the bus
lane then buses.
The smallest user of the bus
lane are buses and buses are
running behind now because
there's too many electric cars.
They're a victim of their own
success.
Netherlands the same way except
for their subsidizes are ending
so even though it's 5% of their
country they won't hold that
position because once subsidizes
end the popularity tends to end.
You can see Iceland because they
have a lot of renewable energy
and they do like to be zero
carbon country because they
aren't a petroleum enabled
country so they have a lot of
incentive.
It goes all the way down to
Italy and actually cut it off
down by Russia.
What is the future?
Is it going to be gull wing
cars?
Well, -- says yeah, you've got
a $100,000 to burn in your
pocket; I'll sell you
a gull wing electric car.
If you're a Mercedes here is
$430,000 I'll sell you a gull
wing electric car.
If you're a shoe salesman I'll
sell you this wing tip electric
car.
This goes about 1400 feet just
back and forth in front of the
store.
You can just see how the rapid
increase and most people who
know trends say wow, look at
this in 2010 there was less then
1000 cars because again when the
Chevy Volt and other cars came
out to what we had last year,
52,000 electrified vehicles were
sold last year.
You can see it's just gradually
going up and it'll keep going
up.
Infrastructure so we have a lot
of reasons why we should have
plug-ins.
The ratio of plugs, of dedicated
charging infrastructure to
vehicles was thought to be 2 to
1 for every car I have to have
two chargers, one here and one
there.
Actual fact is it's 0.2 to 1,
because I can use my existing
infrastructure; my 15 amp
120 volt outlet does just
fine if I have plenty of time.
As much as people thought they
were going to spend a lot of
money on this infrastructure and
we'll get to one of the pyramid
slides later talk about how not
important it is to have
massively publicly funded
infrastructure.
There's a lot of different ways
you can get energy into your
vehicle that are just suitable.
People have been finding that
this thing that I already have
in my garage is just fine if I
want to bump it up another $500
or $1000 or $5000 that you can
do at your own privilege.
The subsidies for this are going
away so a lot of people who were
incentive-ized to say the free
thing, I like a lot.
If I have to pay any money for
it I'm not so enamored with it
anymore.
That's a lot of my world of how
do we encourage people to do the
right thing without paying them
to do the right thing?
Here the colors are significant
on here on one of the new
stations are so the blue dots
are stations that were deployed
in the last year.
You can see there are more blue
dots then red dots.
This is that whole
infrastructure where people
believe there will be a return
on investment, they will put
public infrastructure in to a
limit.
ECOtality failed, 350Green
failed, Better Place failed,
they had a business model that
said people will pay to use
these outlets.
What you don't know is that the
rate that you pay for access to
electricity, not the electricity
itself but access to electricity
almost like the coffee cup model
with Starbucks, what's in that
cup is about three to five cents
of material.
You're paying for the cup, the
parking lot, the guy handing you
it, the insurance plan, taxes.
The smallest bit of what you're
getting is what's in that cup.
You're paying for access to the
coffee not the coffee itself.
The access to electricity adds
up to somewhere between 12 and
20 dollars a gallon equivalent
on transportation miles you can
go on that electricity that's
dispensed from this.
You say $2 per hour is a
pretty good rate but when you
can get into your car in that
one hour would be the equivalent
of about 12 to 20 dollars of
gasoline at 3.15, right now
we're back up to 3.50 a gallon.
Lots of comparison so snap shot
of where the charging points
are.
AFDC is alternative fuels data
center by DUE hosted at --
and they make a catalog
of where all the stations are
but there's not a real--
Anybody who's looking
for stations knows that you
can't just look at one site, you
have to look at a combination.
Charge Point claims that they
have 15,000 stations out there.
The Blink Network which is now
operated by Car Charging Group
claims that they have 12,000
points and then this is the
test, the Super Charger Network
which you can see goes across
America in an H pattern.
There's one up by East Town,
there's one in Rockford so if
you have a Tesla which again is
a proprietary charging plug for
a reason.
They don't have any sign up or
reservation stuff.
It's like if you bought a Tesla
of this one that the plug will
work you get to use that
station.
If you didn't buy that
particular model from that
particular vendor, that stations
not for you.
I look at is as the executive
wash room, if you're privileged
enough to use that it's for you,
if you are not that person it is
not for you and has zero benefit
to you.
That nice pattern you say wow, I
can go cross country if I bought
this $100,000 car or I would say
the minimum to get that access
is about $70,000.
Anybody who's driving a Tesla
I make apologies for using you
as an example.
Interoperability, a lot of
people don't know what the word
means so I thought I'd bring it
up a little bit because I'm
going to talk a lot unless my
job ran out to make sure one
thing works with another.
Most people say will you bill it
to the spec it works everywhere
and people have had phones and
if you remember printers and
other things you plug it in; it
didn't work at all.
Or you get this new phone it
says enabled for but not
actually capable of right?
All these little fine print
asterisks or people didn't
really check where two different
standards are not compatible.
Incompatibility is different
then interoperability as
different from compliance.
Certification of
interoperability is what my lab
does.
Here's some examples of
pioneers, Luther Simjian was the
father of ATM.
Long before people thought about
ATM's he worked on
interoperability of ATM's.
The original ATM's were a
failed business model because
the only people who used the
automated tellers were people
who didn't want to face a real
human which were people who had
disreputable careers.
People who hang out on street
corners at night who do other
kinds of transactions, they were
the ones who didn't want to deal
with a teller.
Vint Cerf, this is a picture
when he had dark hair, father of
the Internet and then Martin
Cooper out of Chicago the father
of the cell phone.
Without them we would still have
ATM's that looked like this,
computers that looked like this
and brick phones that looked
like this.
Instead we have Google Glass and
we have automatic driving cars
and we have cell phones that are
as smart as PC's and ATM's that
can do any bank transaction you
care to.
Interoperability enables a lot
of different features.
The big picture, this is the
core of when we were talking
about where we were, where we
are today and where we're going.
The big picture is we have these
markets, we have grid operators,
we have generation,
transmission, distribution and
then you have the part that
you're mostly familiar with.
The transformer in your
neighborhood or on the pole and
then this thing that everybody
loves to see the number go up
fast.
We don't, we just say we like to
minimize the amount of
electricity we use for our daily
things and if it's for
transportation we accept that
that usage is for
transportation.
These gateway devices, these
metrology devices they all can
be interoperable between
different utilities and
different retailers.
This is the model that's
coming.
See where we are today to where
we're going so the NIS 10 book
130 talks about methods of sale.
How is it I can sell electricity
without being a utility because
most utilities say not going to
happen?
Then you look at other cities
that have competing electricity
retailers that are selling
electricity in the presence of
the franchised utility that
usually maintains that area.
How does that work that we have
interoperable communication
systems and meters that I can
own?
How is it that I can own my own
-- meter?
This thing that's on the wall,
how can I own my own?
How can I go to the butcher and
bring my own scale and say this
is what I'm going to pay today?
I don't really see that
happening yet handbook 130 says
yes it will.
Handbook 44 is a century old
document, has a new chapter
written by me and of course a
hundred other people arguing but
the guy who actually writes it
is the one who starts the
ruckus.
I have a new idea.
I have this meter that can be
built for $10 parts cost.
Not retail, parts cost.
Wow, so I can own my own thing.
I can go to Best Buy, get my own
meter, plug it into whatever
this fits into and now I can pay
electricity at the rate that I
negotiate much like my cell
plan, I can go from a company A
to B to C and see who gives me
the best rate.
The same thing with time of use
rates, real time pricing;
there's a lot of different
structures.
This is the future, we're going
to be able to negotiate or
prepay or have what are called
critical delivery systems,
use case five which basically
said if I have wind my car can
just follow the wind.
Whenever wind is up, I charge,
whenever the wind goes flat I
stop charging.
That seems pretty fair.
This way there's no spinning
reserve needed for those highly
variable sources.
There's a lot of reasons that
wind and solar can be backed up
by cars.
The communication metrology and
all these different interconnect
devices that are interoperable
are going to enable that future
at an affordable price.
This is what I spend most of my
time working with people,
working internationally so
you'll see a lot of
international type things on
here.
These are retread slides from
presentations I just gave in
Washington yesterday.
Harmonization of standards and
test procedures are enabled by
interoperability between the
electric vehicle supply
equipment and the communication
to the grid.
Most people think the grid is
this thing or person who's got a
phone or a knob or dial or
whatever, it's a market.
There are system operators;
there are aggregators so a lot
of different levels in between.
The same with charging standards
and so after the top because I
mean you can go look at level
two DC, a couple others which
again can feed 100,000 watts
into your car.
That's the equivalent of about
the full capability of
everything in your house, five
houses or a typical draw of 100
homes on average goes through
this thing in your hand.
Level one DC is even more
impressive.
People get very confused on how
can this 43 mm coupler deliver
40 kilowatt.
That's what I work on.
Basically a $50 coupler, this
just to let you know is $750.
There's an alternative that's
only $50.
Most people don't want to do it
because they want to up the
value of your car.
They would like to sell you
$100,000 car with a $750
coupler.
I would like to sell you a
$20,000 with a $50 coupler and I
would like to put this meter
inside your car that lets you
negotiate for electricity.
I would like to have this
gateway in your house so you can
connect to things without your
monthly meter connection fee.
All these different things that
could be open and
interchangeable and
interoperable have to be
negotiated between all people
and say I need to make money.
I need a fee from everyone of
you, every month and that's how
some business plans work and
when the plan doesn't work out
they find a different business.
We have protocols, connectors,
communication controllers,
metrology which is what you see
here and then standards.
Standards and interoperable
standards so in my lab and we
have this very large monitor
that allows me to touch and see
everything in the lab.
We have big wind turbans, we
have 130 kilowatt of solar rays,
we have small solar rays that
are directly tied to vehicles
that have battery charging
systems and battery controls
labs.
We have dynamotors.
This guy came by from
Washington one day and arrived
in his helicopter and said this
looks pretty cool.
Then he went on but anyway.
This is President Obama in my
lab and saying we need more of
this.
The national lab system is also
very dependant on people
endorsing the reason that these
independent third parties can
make things happen, can broker a
deal between China an Japan and
Europe because even in Europe
one country says that they want
it, we want the opposite.
I'm not even going to listen to
what they're proposing, whatever
it is make it different.
Why would you do that?
I don't want to be interoperable
with them.
I want to compete with them.
I want to have separate
proprietary systems.
That doesn't benefit the
customer so most of the
Department of Commerce meetings
that I go to everybody wants to
increase global sales by
harmonizing.
That's what this lab is all
about.
You see a lot of different
electric vehicle supply
equipment, you see smart bus
ways, RF chambers, wireless
charging, DC charge and AC
charging.
Here are some examples of tech
transfer.
People we work with companies,
for those of you were in the
electrical industry there's
something called an insulation
piercing tap which allows you to
do a live connections between
one electrical system and
another electrical system
without shutting it down.
I have a version of this meter
that fits into an IPT so in
order to instrument a
transformer or a branch circuit
which is connected to an
electrical vehicle which might
have other electric vehicles to
it I don't need to disconnect
that.
I actually clamp it on, turn the
screw alive and it's a metered
circuit.
There's a lot of these different
things that companies are now
licensing that we'll be building
and of course incorporating into
electrical vehicle supply
equipment.
This is a lot of what we do.
We pioneer things, we come up
with the first one and we hand
it off because it's public
domain to transfer it to people.
Your tax dollars at work making
all these things happen--
Laboratory has a limited budget
to verify standards.
Every piece of equipment that's
screwed into your house has to
be UL listed by the National
Electrical code.
UL comes to my lab to work, and
this was a vehicle that was on
four column lifts that had 1 mm
resolution so I can actually
pick up the car and move it
around between the wireless coil
on the bottom and the top.
People say how will Fifi fair if
he runs underneath the car when
the car is charging?
Will Fifi get a headache?
Will Fifi get an aneurysm?
Will my coke can that I dropped
by accident that rolled under
the car burst into flames?
For some unsafe systems the
answer is yes.
People say my goodness, why
would you let that happen?
The standards don't let that
happen, it's the noncompliance
to the standards and the
interoperability verification
that would say that doesn't
comply so any problems you have
is not the problem of the
systems that are interoperable
or non-interoperable it's lack
of compliance to code.
Here you see some AC charging
interoperability with some very
precise measurements of what
people would say I plugged it
in, I turned it on, it's
interoperable.
It's like ah, under what
conditions?
That's a lot of what we do in my
lab.
Here's a little bit more of a
close up of the RF chamber.
The RF chamber is a shielding
box that's like the opposite of
a microwave oven where all the
radiation, all the
electromagnetic fields that are
generated by the test article
stay inside and the
electromagnetic fields from the
outside don't taint the results
on the inside.
I can take this fixture and roll
it inside here, let me show so
you can see right here and drive
the car and I can do all my
measurements in a very
controlled environment for a
very low cost.
Most of the time it costs about
$5000 a day to go access
somebody else's chamber; I built
the whole chamber for like
$20,000.
You can see really reasonable
cost equipment so this is a lot
of off the shelf servos and
controls and meters.
Not free but things that are
built at a low cost I can
transfer to underwriters
laboratory who would normally
have to start at a half million
dollars and go to a million
dollars to get a certification
program going which means that
each article might add $1000 to
the cost of that article to
certify it now brings that cost
down so that the incremental
costs can be singles of dollars
added to get that UL stamp.
Just to give you an idea of what
things cost to build enough
extra couplers to destroy and
test the insertion force and
things like that, I think it's
about $70,000 plus another
$30,000 of testing.
To get a UL mark on this
connector is $100,000.
If I sell even 1000 connectors,
that's $100 per connector extra
cost just to get that mark on
it.
I can't sell it without that
mark.
It turns out in the history of
things, I was the one who
coughed up the 100 grand to get
that UL stamp on there because
it was a year behind.
Nobody was going to pay.
It's like everybody's staring at
the check on the table.
Who's going to pick it up?
A lot of companies said not me;
do you realize how much it's
going to add to the cost of each
car?
It's not my coupler and of
course a couple of people said
I'm selling the couplers so do
you want to pay $1000 for it or
$700?
Difference is what it costs.
Anyway, your tax dollars at
work.
Standards, we can go over this.
There's lots and lots of
standards as they always say,
standards, we've got hundreds of
them.
Two-way flow of information so
every use case on how you plug
your car in or how information
flows or how energy flows is
covered by wireless standard.
You can see 2931/7 is security.
Points of vulnerability, you
don't want to plug into your car
and find out some person had a
fancy coupler that they put in
between and became man in the
middle.
I basically steal electricity by
going around with my funny
coupler and I basically have the
vulnerability point that I'm
exploiting.
2931/7 says, I'm identifying all
the vulnerability points and
moving the security bar up
because again if you could get
into the utility network that
would be a point of
vulnerability.
It's a lot of money, many, many
zeros of money being spent on
cyber security for the electric
grid, electric vehicles are no
different.
Metering, we talked a little bit
about it that everybody's used
to this but this doesn't really
fit in your pocket, doesn't fit
in your car, it doesn't fit
where it needs to go so there's
no standard for electric vehicle
fueling.
That's where handbook 44 and
handbook 130 the new sections
are being added to that to
create a standard.
My lab has done a lot of
pioneering work.
There's a company called 2G
Engineering in Sun Prairie.
It's one of the contractors I
work with very closely right
here.
You said where'd that thing get
invented?
Right here in Madison.
A lot of these new ideas came
right here so this handbook 130,
handbook 44 there has to be a
fuel verification device.
You see the pelican case is here
so this is the size of the
verification device that I think
we can build for less then $1000
because each state regulator has
to put a stamp on your car.
Every year you've got to get a
fresh sticker on that said this
is actually, if it were a
meat scale it would say that is
for legal trade.
As you know the budgets are all
in the red, we won't pay $20,000
or $50,000 or hire staffers.
We want to get rid of staffers.
They'd like to do self
certification but that leads
towards corruption.
A small case that can plug right
into your car and gives you a
red light, green light and it
prints out a sticker, that's
actually where we're headed.
You say what does the future
look like?
It looks like the secure IC's
you can see this dotted line
around here that said this
metering IC right there has all
the security features built into
it for $2.
That's kind of where things are
going.
Credit card sized things,
matchbook sized things that fit
inside other things that talk to
off the shelf gateways that talk
to connectors that talk to motor
drives; everything talking to
each other in a secure manner.
Safety, I know a lot of people
are looking at the future but
you have to look at where we are
today.
The dream liner had a little
issue on overheating batteries.
Some hobbyist decided to just
put a whole bunch of batteries
in the truck of their car and
charge them up or over charge
them so these batteries used to
be about three-quarter inch
thick and you can see they're
about three feet wide now.
They just got really big and
very angry.
A lot of these vehicles burned
to the ground and they erase all
evidence of what happened.
That's another problem that
people, like I don't see any
car, I don't see and garage.
The thing that caused the
problem was you goofing around
with things that you didn't
comply to standards.
Overheating transformers so
just briefly touch upon where
these loads are and most people
are afraid that electric
vehicles are going to cause our
grid to crash or everything to
go up in smoke.
Most neighborhoods have a meter
survey system and I forget what
the acronym is for the product.
Basically they can add up all
the loads of all the houses in
that neighborhood and figure out
how much load is on each
transformer.
Basically they have a
transformer load monitoring
system that doesn't actually put
a monitor on the transformer.
This is a picture of my
transformer.
One day I just walked out my
door and did this.
That's what it looks like.
When you look at where the
electrical vehicle load on the
amount of energy you would
deliver to charge your car per
year, you see it's right there
between the clothes dryer and
the water heater.
Not a lot but not a little.
If you had an electric home
heating system it would be a lot
of energy, refrigeration and air
conditioning; again, above
lighting but not huge.
You can just see how this
transformer base load you'd have
to size it properly for that.
Most of the people who do
electric distribution know
exactly when you have a cluster
of vehicles that, that summation
of all the meter bills in that
area are going to put a
transformer at risk, they'll
upgrade the transformer.
Much like the old joke doctor,
doctor it hurts when I do this,
don't do that.
The transformer is being
overloaded, put a bigger
transformer in.
You can do shifting and that's
really where we're headed when
you say what does the future
look like.
We're going to multiplex cars.
You won't have the Wild West of
everybody plugs in whatever they
feel like where ever, whenever,
however.
You will reserve a time spot.
You would say the energy is
delivered to my car in this
window.
Somebody might get a 3 am to 6
am spot, someone might get a
midnight to one, someone might
get a 9 pm till midnight spot
that average draw will be
averaged out but you have to
know which cars are plugged in
and when they would be full.
That's where this communication
again comes in.
The communication and the
dynamic interaction between
vehicles and charging
infrastructure is a smart grid.
You can make the smart grid more
resilient.
You can have cars that can
export power, V to B.
V to B is huge, vehicle to
building is very huge.
We had snow storms, we had that
six inch storm we didn't really
loose power here in Madison but
a lot of other people in the
country, winds and ice and it's
happened where some people are
without power for three days,
not three minutes or three
hours.
A vehicle that said, oh it's
built into the car.
I just plug the car in and
there's a switch in the house
that says things seem to be
really bad let me put into a
configuration where your fridge
and your wifi and your lighting
are all held up by your car.
Isn't that a great future?
Those are features that are
coming built in by standards.
There's a standard called 2847/3
which is reverse power flow
through the connector.
You say, wow that can be done?
Yes, it can be done but now the
utilities and all the other
standard bodies have to agree
how it is done.
Here's some pictures of
equipment that you've seen in
your house just to point on how
will these things have to fit
together with communication?
There are smart thermostats,
there are gateways which you see
right here, there are small
electric vehicle supply
equipment, there are larger
electric vehicle supply
equipment.
There are disconnects because
again a lot of local electrical
codes require to have a
disconnect near the point of
load so that if you were
servicing it you can pull that
disconnect.
These in fact are that
disconnect so this connecting
closure can be purchased for $5
retail.
Normally you would think $105,
$55 even the couplers on here
are $5.
Five dollars for that 60 amp
base, this thing that fits into
it is $10 materials cost again,
sell at $100 but the point is I
can add metering to any
infrastructure by pulling out
that T-bar and putting this in
there.
That's the vision of the future
is that you can do this smart
charging, retro fit.
Same with these connectors, I
have a version of this meter
that fits into the connector so
all I do for these 10 and 20
year old legacy systems is I
take the connector off and I put
an instrumented connector on it.
That's a bold future so the
department of energy and other
people are discussing how do I
get the grid to be more modern?
How do I get electric vehicle
infrastructure without starting
over?
Turns out I can just change the
handle.
There's a lot of lies people
say this is good and this is
bad.
This is big and this is small,
it's really gradients.
This is representative of a
level one AC which has 120 volt
plug that fits in the trunk of
the Ford Focus.
This is a product made by --
I can go about five miles per
hour of charging at about 1700
watts, 16 amps continuous on a
20 amp brand circuit.
The next level up, again level
one is 120, level two is 240 but
you have the minimum level which
runs at 16 amps or the bigger
level which runs at 80 amps.
And 80 amp cord is pretty big,
pretty heavy and you need 80 amp
of extra service in your house,
not 80 amps of service, 80 amps
of extra service.
Most people have to put a new
panel in and again most vehicles
don't charge at 20 kilowatt only
the Tesla model S right now
beside commercial vehicles will
charge at the full 20 kilowatt
or 19.2 kilowatt of that
connector.
You can go from 19 to 3 to 1700
or basically 60 miles an hour of
charging or five miles an hour
of charging with the same
coupler, same inlet, same
everything.
It's just really blurred between
and then we have this DC level
one that we talked about which
was just this coupler running at
80 amps and 500 volts is 40
kilowatt.
I can do 120 miles per hour for
$50 coupler, pretty good deal.
This one is more expensive can
do 100 kilowatt.
There's one above that called
level three DC can do 250
kilowatt.
You can see a lot of power can
be transferred all on existing
standards.
Adapters so you can see there
are proprietary standards such
as the --, because they didn't
want to wait for this one
to be ratified because
it takes a lot of people
globally to harmonize this.
Every other country has now
harmonized this but these people
have been shipping this coupler
for four years now, five years.
We got it now or we got it
international and so there's a
lot of discussing.
Right now what I'm building in
my lab is an adapter between
this and this.
There's a protocol converter,
there's galvanic isolation,
there's a bunch of differences
between the standards but one
that can speak this language and
one that can speak another
language is effectively a
translator.
Tesla has lots of adaptors to
say from other infrastructures
to our infrastructure but not
from the Tesla super charger
infrastructure back to NSAE
or to --.
It's always good to borrow
somebody else's infrastructure
but please don't use ours
because it's exclusive, it's
proprietary.
Adapters are an issue and I
don't have any melty plug
pictures in here but again,
anybody who's driving a Tesla
this is not an indictment it's
just really a factual statement,
even though -- does,
I have no recalls.
These are not problems we're
just going to out of gratitude
send out 29,000 new chargers
because some of you had problems
with the box melting out of the
wall and lighting the garage on
fire.
It's not a recall, it's not a
safety issue I just decided on
my own good will to replace
29,000 units.
I'm like oh at $1000 a piece
it's 2.9 million dollars.
One lawsuit so you just say wow,
look at that.
Pretty good sense to say I'm not
wrong but we're going to change
them anyway.
That's where adapters fit in so
by the national electric code
adapters are not allowed but
people are doing it anyway.
This is the triangle I talked
about is transformative nature
of workplace charging and
multifamily dwellings, multi
dwelling units that have a lot
of rows of people in a small
place, don't have their own
parking garage or stall with
their own outlet, they have a
shared space.
That share space, multifamily
home or work place charging most
people underestimate the
transformative nature to say if
I had charging at work I might
consider buying an electric car.
My work place gets to take all
the carbon credits because any
vehicle I charge at work they
get carbon reduction for.
The biggest way to do carbon
offsets for your building is to
put a plug outside to say
anybody that plugs in that plug
they get the credit for it.
I'll just leave credits all by
just putting an outlet on there
but there's tax implications and
again I don't have time to get
into it but there is this de
minimus part of the tax code
said if you can declare
something de minimus much like
the electricity for the coffee
pot.
Most people say I paid for the
coffee but they don't have to
tax you for the electricity it
took to brew the coffee because
you got benefit.
Not everybody drinks coffee so
everybody gets a 10-99 for the
value of the electricity that
went to heat the coffee.
You say I don't want to do that
right that's de minimus.
There's a lot of big push right
now to have somebody set the
president that said electricity
at the work place is de minimus
or there can be an open
understanding between the
employer and the employee that
you will on a voluntary basis
contribute towards the value of
the electricity that's dispersed
to offset it against the people
who don't take advantage of it.
The big issue is, and as they
say, the people who are most
upset about work place charging
are the ones who don't charge at
the work place.
They would like free gasoline.
If you get free electricity I
want a gallon of gas on my desk.
That's only fair to assume but
hey how about if we don't do
that and we say everybody works
for the greater good.
That's where workplace charging
can be transformative towards
getting more people to do more
carbon offsetting by doing the
right thing without being paid
to do the right thing.
Finally we talk about wireless
charging so here's a wireless
charger being installed in a
bottom of a Chevy Volt.
You can see it's a very large
electronic assembly with a coil
in the middle.
It's a lot of loops of wire and
loops of wire on the floor.
Here is Nikola Tesla's sketch
from 100 some years ago that
said electricity for everybody.
Of course, George Westinghouse
said that's pretty good but how
about meters for everybody and
he said I haven't quite figured
that out.
If I've got ubiquitous access to
electricity, how do I meter
everybody?
Of course he never made his
money back and most people knew
the story of Tesla and the, I
was trying to remember the name
of the location.
Anyway the place in New Jersey
where they built the tower, very
large tower, very large coil
that went down into the ground a
hundred years ago.
Got hit with some inflation and
so it turns out the price of the
lumber and the copper and the
other things to make this
tripled between the time he
started the project and when he
finished it.
They actually just ran out of
money because the building
materials went up so much.
It wasn't that it was a bad
idea, they just came up short on
their budget.
Most people said doomsday
weapon.
You can actually change the
weather, you can change our
polar axis all these different
things, let's burn it.
They did.
They went out of business.
They demolished it and all was
gone but a century later this is
what we're going to be doing on
cars.
You say what does the future
look like?
Every car, not some car, every
car will have the option to have
a wireless charging system into
it.
I'll just close with the thought
of what does the future hold?
The future will be like your
garage door, 1950 it was okay to
drive up, put your key in the
door turn the knob, lift the
door up, drive your car in,
close the door and go into the
house.
Where today some cars say I'm
near the garage open the door
for me.
You get out of your car and go
in the house and push the button
and the door closes.
That's the way wireless
charging is.
It's okay to pull the connector
off the wall and plug it into my
car and take it out of the car
and plug it in and say it's 20
seconds this way 20 seconds that
way, 40 seconds out of my day.
Or I just pull in my garage and
then I leave or parking spot or
where ever it happens to be.
Ubiquitous wireless charging is
coming, the standards are a
little bit behind because
there's a lot of arguing about
the cost and frequency and
safety issues and that's a lot
of what I'm working on in my
lab.
I think we're going to end here
and you can have questions
afterward.
Thank you very much.
[applause]