EV & PHEV Infrastructure - BLOG Project Green Leaf

Wireless-induction charging of electric vehicles and plug-in hybrids is certain to become standard, one of America’s top researchers in power electronics says.

“We believe it’s not a matter of if but when wireless charging will be in all (electric) vehicles,” Laura Marino of the Oak Ridge National Laboratory tells several hundred engineers attending the recent Automotive Power Electronics conference here sponsored by the French automotive engineering society SIA.

Marino, deputy director for the Power Electronics and Electrical Power Systems Research Center, says Oak Ridge, working with auto makers and suppliers, has developed and tested technology that will pass 5kW of recharge across 10 ins. (25.4 cm) of air with more than 90% efficiency.

Inductive charging will win out because of convenience, says Marino. “Think of a mother of three children coming back from shopping with her arms full. It would not be surprising if she forgets to plug in her car.”

Inductive charging sends electricity wirelessly between two coils. One coil is in the car, the other in the infrastructure. It could be hidden in the floor of a garage or part of a mat rolled out on top of the concrete.

Ford and Chrysler both are working on inductive charging, she says, and researchers at Oak Ridge will retrofit some Nissan Leaf EVs to work with inductive charging to learn more.

Supplier Delphi has been showcasing its wireless-charging system that it hopes to make available with the next wave of EVs expected around 2015.

Meanwhile, Oak Ridge is working on ideas to reduce costs. “Two years ago, a project was presented using the internal windings of the motor as well as the switches in the inverter to accomplish the charging function,” Marino says.

“We were asked by OEMs if we could do this with a power-split architecture like Toyota uses. We built it up where we now have two motors and two inverters, so we can charge the battery through them. This year, we are elaborating on this project.”

In the future, charging points could be built into roads at stop signs, she says. Shorter term, a company that runs shuttle busses from Logan Airport in Boston to car-rental agencies will put the idea into action by embedding inductive chargers at the spaces where a bus waits for passengers, so it can recharge while it waits.

In Europe, where the industry has not yet agreed on a standard for plugs, Renault is investigating inductive charging for its next-generation electric vehicles.

Development of the EV industry “also relies on the cost of infrastructure,” says Patrick Bastard, director-advanced electronics and technologies at Renault. “We are working on new concepts.”

For Europe’s fast-charge standard, Renault is arguing for a system based on alternating current, which could lower the cost of building charging points. Some estimates find a direct-current fast-charge point would cost €50,000 ($70,000).

By having the electronics that convert alternating current into direct current for the battery located in the car, instead of the infrastructure, the infrastructure would be less-expensive.

The next-generation Renault EVs, already being planned for 2015-2020, could include inductive-charging capability, as well as whatever standard plug-and-socket Europe decides to adopt.

“We have been working on this topic for years now,” says Bastard. “For the third generation, we will introduce breakthroughs to get big cost reductions and offer the customer a big increase in efficiency. Induction would be a performance increase that we could offer. It could be a good, easy way of charging your car.”

The AC/DC battle over charging standards in Europe is a bit ironic, because alliance partners Renault and Nissan are on different sides of the debate. Nissan already has chosen the direct- current, fast-charge standard agreed upon by the Japanese electric and auto industries.

But AC/DC is not the only problem for a European standard. For conductive charging, there continues to be a debate over the shape of the socket.

That’s because some country building codes require shutters on the holes in the socket to prevent children from sticking things inside, while other countries don’t.

In addition, national electric grids follow several different standards for the nature of their electricity, although 240V is the standard across the continent.

Source: WardsAuto, by William Diem, April 29th, 2011

WiTricity, IHI Corporation and Mitsubishi have teamed up for a research and develop programme designed to help make wireless charging a reality for electric car users.

It is hoped that the collaboration will advance the development of a real-world ‘out of the box’ solution for businesses and individuals which will make recharging electric cars a simpler and more convenient experience.

A suitable system would also be able to be installed in shopping centre parking lots and other public places as well as private homes.

A wireless recharging system for electric cars uses inductive charging, where the electric current is passed without physical contact between a transmitter pad fitted in the ground to a receiver pad fitted to the car. Charging can occur automatically when the car is parked over the transmitter and does not even require perfect alignment between the two pads, making it super-easy to use.

WiTricity has already developed and brought to market its patented magnetic resonance wireless charging system. The system that WiTricity has developed, more advanced than some early prototypes, can deliver up to 3.3 kW of charging power over distance of 20cm (almost 8 inches) at an efficiency rate of more than 90 per cent.

The new project will seek to clarify legal issues with the new technology and create proposals for rules governing such systems. It will also seek to find the the most appropriate and easiest ways of incorporating wireless charging systems into EV charging infrastructure and test the systems using Mitsubishi EVs fitted with power charging receptors internally.

Mitsubishi already has an electric car for sale in markets around the world, including the UK. The i-MiEV is priced from £23,990 including a £5,000 plug-in car grant and has a range of around 90 miles to a charge and a top speed of 80mph.

Mr. Osamu Masuko, President of Mitsubishi added: "Like we have done with promotion and education of electric vehicle infrastructure such as quick-chargers and being involved with "smart grid" technology, we are happy to enter into a new phase of electric vehicle infrastructure development. I am confident we can be a major contributor along with WiTricity and IHI to quickly make widespread wireless charging for electric vehicles a reality."

Source: International Business Times, by Faye Sunderland, September 27th, 2011

Last year MIT researchers reported improving the efficiency of lithium-air batteries through the use of electrodes with gold or platinum catalysts. MIT News is now reporting that in a continuation of that work, researchers have been able to further increase the energy storage capacity of lithium-air batteries for a given weight by creating carbon-fiber-based electrodes.

The superior energy density offered by lithium-air batteries is due to the coupling of a lithium anode to atmospheric oxygen through a porous carbon-based air cathode, instead of the heavy conventional compounds found in lithium-ion batteries. During battery discharge, lithium ions flow from the anode through an electrolyte and combine with oxygen at the cathode to form lithium oxides, which are inserted into the cathode. During recharging, the lithium oxides separate again into lithium and oxygen and the process can begin again.

The carbon-based electrodes used in last year's research had only about 70 percent void space, but the new carbon-fiber-based electrodes are significantly more porous and boast more than 90 percent void space. This means the carbon-fiber-based electrodes can more efficiently store the lithium oxide that fills the pores as the battery discharges.

"We grow vertically aligned arrays of carbon nanofibers using a chemical vapor deposition process. These carpet-like arrays provide a highly conductive, low-density scaffold for energy storage," Robert Mitchell, a graduate student in MIT's Department of Materials Science and Engineering (DMSE), told MIT News.

The researchers claim the carbon-fiber-based electrode can store four times as much energy for its weight compared to current lithium-ion battery electrodes. However, Yang Shao-Horn, the Gail E. Kendall Professor of Mechanical Engineering and Materials Science and Engineering and senior author of the paper says further work still needs to be done before the advances make it from the lab and into a practical commercial product.

Source: MIT News, by Darren Quick, July the 28th, 2011

From June 19-22 Quantum Technologies is showcasing an extended-range electric vehicle conversion of the Ford F-150 pickup at the Electric Utility Fleet Managers Conference in Williamsburg, Va.

With similar range performance to a Chevy Volt, the PHEV version of one of America’s best-selling light-duty trucks is said to go 35 miles in all-electric mode (55 km), then shift to hybrid-electric mode for a total range of over 400 miles (640 km).

Obviously the internal combustion range is dependent on fuel tank size. Requests for fuel economy info and more information were not returned by deadline, but we are surmising internal combustion engine performance is similar to a stock F-150.

As it is, Quantum reports the truck already has $14 million in pre-orders from “two major fleet customers with strong interest being generated from large corporations, utilities and fleet customers.”

The hybrid F-150 incorporates the company’s “F-Drive” system merging an electric powertrain with a petrol powertrain to eliminate range anxiety – a requirement for many fleets. Quantum says it will meet Department of Transportation Federal Motor Vehicles Safety Standards, U.S. Environmental Protection Agency, California Air Resources Board emission requirements.

Quantum is known for having worked also with Fisker developing its similar “Q-Drive,” and we recently reported its powertrain is being developed for military fleet applications as well.

The company was previously known as an innovator in fuel cell technology, but more recently has switched its attention to battery electric and petrol-based internal combustion innovation as the market has shifted in favor of PHEV technology.

The F-150 will incorporate Dow Kokam Lithium-ion batteries, but few technical specs were released.

What is known is the F-drive was developed not for individual consumers at this time, and the system is similar to the Q-drive in the Fisker.

The positive news for consumers is corporate fleet needs for efficient cost-effective vehicles and resultant large contracts are another market stimulus to continue developing hybrid and electric vehicle technology.

"We are pleased to showcase the F-150 PHEV at EUFMC, which is one of America's largest showcases for utility vehicles and work trucks," said Alan Niedzwiecki, the president and CEO of Quantum. "All fleets are faced with the challenge of reducing operating costs and lowering carbon footprint and emission profile. The F-150 PHEV provides a solution to that challenge."

Source: HybridCars, by Jeff Cobbs, June 21st, 2011

Not a company to rest on its battery powered laurels, Toyota is readying a comparative plethora of plug-in vehicles for 2012 in the form of the Prius PHEV, RAV4 EV and Scion iQ EV.

As many who follow advanced-tech automotive development are aware, Toyota will soon launch the plug-in version of its best-selling Prius, which is already making the rounds in the show circuit.

The Prius PHEV will offer only 12 miles all-electric range (20 km), so it won’t usurp the Chevy Volt in that category. However, the plug-in Prius’ price will be only a little more than a conventional Prius making it more of a mainstream offering.

Once the battery power runs out, the car reverts back to operating as a conventional hybrid, so like the Volt, there will be no fears of “range anxiety.”

Speaking of which, unless it is used correctly, Toyota’s full-electric Scion iQ could cause range anxiety as it will offer an estimated 50-65 miles (80 to 100 km) travel before its lithium ion battery is discharged. By comparison, the Nissan LEAF gets somewhere between 80 to over 100 miles (130 to 160 km) per charge. The Scion’s gasoline powered counterpart is also due later this year.

On the plus side, center of gravity for the Scion EV is said to be actually improved due to the under-floor battery pack. Another bonus is its batteries will not interfere with the Scion iQ’s 3+1 passenger layout.

A third Toyota utilizing battery power will be the RAV4 EV. This vehicle was co-developed with Tesla and was first shown at last year’s LA Auto Show.

Performance is reportedly decent, consisting of 100-mile range (160 km) and acceleration equal to the gasoline-powered RAV4, despite a weight penalty of 220 pounds. Like the Scion iQ, the RAV4 EV does not let its batteries impede interior space and will retain its full 74 cubic feet of cargo room.

We do not have exact launch dates or pricing information on these vehicles as of yet.

Source: Hybridcars, by Jeff Cobbs, July the 1st, 2011

Quantum Fuel Systems Technologies has launched a new line of hybrid vehicles, with the flagship being a plug-in hybrid version of the Ford F-150 pickup truck, the top selling vehicle in North America . Although it’s only available to fleets, the hybrid pickup will maintain the capabilities of the conventional F-150, while achieving substantially higher fuel economy and producing dramatically reduced emissions.

The PHEV F-150 uses Quantum’s new “F-Drive” hybrid system, which can be applied to either the rear-wheel drive or four-wheel drive pickup and delivers a range of about 56 km (35 miles) on electricity alone before shifting to a hybrid mode. The total range before refuelling is estimated at about 644 km (400 miles).

The F-Drive has been integrated in the F-150 vehicle in such a way that there is no impingement into the cab or bed and it maintains full ground clearance. The 20 kW hour battery pack and assorted hybrid components are placed on the driver’s side of the truck between the driveshaft and outboard frame member, with the factory fuel tank and 150 kW generator located opposite it on the passenger side.

“We believe this vehicle fills an important niche for fleet customers desiring a largely electric pick-up truck with extended range capability,” said Alan Niedzwiecki, CEO Quantum Technologies. Quantum is perhaps best known for its work with Fisker on the Fisker Karma high-performance electric sports coupe.

Source: AutoNet.ca, by Joe Duarte, May the 7th, 2011

Some cars just need a place to recharge after a day of zipping around here and there.

That’s the thrust of Connecticut Light & Power and its parent company Northeast Utilities' “Plug My Ride” grass-roots initiative. The two companies recently announced a research project that involves about 30 stations to support new plug-in electric vehicles, or "EVs." The initiative is the largest of its kind in New England, according to CL&P.

"We've worked hard to make Connecticut an early market for electric vehicles, so we're excited to launch New England's first comprehensive, hands-on EV study," Jeff Butler, CL&P's president and chief operating officer, said in a press release. "By gathering information from municipal and business customers, we can gain tangible experience to help guide future decisions about our infrastructure, our policies and how we will ultimately serve all of our customers as EVs become more common."

NU will provide the charging equipment. CL&P will work with designated municipal and business customers to complete installations by year-end. So far, UBS in Stamford and the town of Westport are among the 20 municipalities and businesses that will participate in the research project.

The Westport train station plans on installing 10 charging stations that could charge 20 cars simultaneously. However, the town hasn't decided exactly where to put the chargers.

"We don't have them installed yet, but we're committed to doing it," Westport First Selectman Gordon Joseloff said.

So after much ado about the end of the electric car, it appears reports of its death were greatly exaggerated. Still, it’s in a developmental stage, said Ridgefield resident John Papa.

“Right now there is still a general lack of understanding about it,” Papa said. “It sort of, 'Hey that sounds like a science experiment.’ ”

Because of that, Papa said the fuss about installing charging stations is somewhat overblown. He said educating and acclimating people about EVs would better serve the state. Papa would like more chargers in homes and workplaces than public places.

“There are millions and millions of electric outlets out there already,” Papa said.

The cars can plug into any 120-volt electric outlet. EV owners buy electric vehicle service equipment EVSE charging stations to plug into a 240-volt outlet.

The Chevrolet Buick of Wilton has delivered between seven and eight Chevy Volts and would sell more if it could get them, according to the sales staff.

“There’s a lot of interest in the car, the problem is we can’t get enough of them,” said Scott Nickle, a salesman at the dealership. “We’ve got wicked high demand and will have more when gas reaches $6 a gallon this summer.”

The cars aren’t inexpensive. A 2011 Volt, a plug-in hybrid has a $41,000 starting price. However, a $7,500 federal tax credit brings it down to $33,500. The all-electric Nissan Leaf comes in at $26,130 after a $7,500 federal tax credit.

That price causes people to shy away from buying the cars, Papa said.

However, the number of electric cars on the road isn’t a sign of success or failure. If there are only 20 electric cars out there, that’s 20 electric cars that weren’t there before, Papa said.

Electric cars produce less carbon dioxide and other pollutants than drive on gasoline. Lastly, electricity is made in the United States by driving EVs can reduce fossil fuel consumption and help the nation divorce itself from foreign energy sources.

Moving away from Mid-East dependence on oil would be a good thing, said state Attorney General George Jepsen. He recently told Patch that he wants to see a more concerted effort regarding an energy policy.

"The real tragedy is we've known since 1973 that we need to do this," Jepsen said. "Despite the existence of technologies there has been an abject failure from Congress to put policies into place."

But it will likely be the rising cost of gas that pushes people to electric vehicles rather than legislation, Nickle said.

According to fueleconomy.gov, a 2011 smart car coupe averages about 37 miles per kilowatt hour of highway driving. It costs about $1 to charge a plug-in hybrid and $2 to $4 for all-electric.

But in the end don’t expect to zoom around like The Jetsons.

“After the initial excitement wears off it’s still a car. It’s getting you from Point A to Point B,” Papa said. “People make it out that you’re getting into a rocket ship.”

Source: StamfordPatch, by Cathryn J. Prince, May the 8th, 2011

There are two things you notice immediately upon driving the Chevrolet Volt. Well, one you notice and one you don't. What you first notice is that the Volt, the first mass-market electric vehicle to enter the U.S. market, drives pretty much like a normal car. Ignore the fancy LCD displays, put the transmission in drive and put your foot on the "gas" pedal. It goes. It is, as the Chevy commercials say, more car than electric.

The second thing you'll notice is the silence. Push the starter button, put it in gear and go. __No starter noise. No engine noise. No exhaust noise. It's so quiet that when you go back to driving even a relatively new, modern and quiet vehicle, all the normal sounds are a bit jarring.__

__Chevy loaned me a Volt for several days recently to try out. For five-plus days I drove as I normally would to see how it fit with my daily life. At the end, I really did not want to give it back.__ Chevy advertises the Volt as an "extended-range electric vehicle." Some automotive experts call it a plug-in hybrid.

__The Volt will run for a period of time solely on power stored in its lithium-ion battery. When the battery is depleted, a four-cylinder gasoline engine automatically and imperceptibly kicks in and powers a generator that provides the juice to operate the Volt's electric-drive system and accessories. End of technical stuff. It works as advertised.__

With its $40,280 base price (minus a $7,500 federal tax credit), the Volt isn't a bargain. From a total cost standpoint, there are cheaper ways to drive and save on gas. TrueCar.com lists it as the sixth most fuel-efficient vehicle on the market, behind the Toyota Prius and four other hybrids. But if you have a relatively modest daily commute, say 25 to 35 miles round trip, you won't be visiting a gas station very often. The Volt lived up to GM's promise of a 40-mile range on battery power only, and perhaps a bit more on most days. Plug it in at home (any standard 110/120-volt outlet will do) for about 10 hours at night, and you're good to go again the next day.

GM says it takes about 10 kilowatt-hours of electricity to recharge the Volt. At 10 cents per kwh, that's $1 a day for electricity. Compare that to a vehicle getting a respectable 25 miles per gallon and with gasoline costing $3.50 or $4 a gallon, and the Volt starts to look really good.

When the battery runs out, the gas engine's EPA combined city/highway rating is 37 mpg. In my five-plus days of driving, I used about 1.7 gallons of gas in about 60 miles, according to the onboard data system. That backup gasoline engine and the cost to integrate it seamlessly into the electric-drive system are why the Volt costs more upfront than, say, the $32,780 Nissan Leaf, which is all-electric. "There's a lot more stuff going on in the Volt," said John O'Dell, analyst for Edmunds.com. Besides the Leaf, several other carmakers are coming out in the next year or so with all-electric vehicles with longer-range batteries. And any Dallas-Fort Worth driver knows how easy it is to put 100 miles or more on a car in a day. The one time the Volt's battery didn't live up to claims was a cold morning when I ran the heater. It heats with electricity, whereas gas-powered cars draw heat from the engine. There are numerous reports of drivers in cold northern and eastern climes who have seen the range of their Volt and Leaf cut dramatically by using the heaters and the fact that low temperatures reduce battery capacity.

The one time I ran the air conditioning (the bigger climate-control issue in Texas, after all) it worked fine. I drove 40 miles that day and got home with two miles of battery power left.

In the final analysis, I found the Volt to be a nice compact car. It handles well, drives nice and accelerates quickly enough that you can get onto Interstate 20 and not get run over by an 18-wheeler. It's roomy for the driver and front-seat passenger, but the back seats are for short legs. And the best part is that satisfying feeling of passing gas stations and their $3.50-a-gallon prices.

Source: Star Telegram, by Bob Cox, March 11th, 2011

__San Diego is one of the first cities where Nissan has launched its first mass-produced, plug-in electric car, the Leaf, a five-seat compact. __ Thomas Franklin of San Diego was the first to take delivery of the car in Southern California when he quietly drove off in his new Leaf earlier this month. Franklin is a patent attorney who works with clean-technology companies. Becoming the first owner of an electric vehicle (EV) in San Diego placed Frankling in the media spotlight. He also became an immediate hit with colleagues, clients and friends.

“I keep handing over the keys to someone else," Franklin said. "I’ve driven around about half the people in the office; I’ve taken out my clients. Everybody is just tickled to be a part of history."

Franklin, who was chosen from a list of buyers, expected to get his car sometime in 2011. The real surprise was that he's be the first in town to get one. He said the car is quick to respond, unlike a gasoline-powered vehicle which lags between when you step on the gas pedal and when it actually moves forward. "There is no transmission, it’s direct drive," Franklin said. "And the reaction is instantaneous."

He can walk to shopping and dining from his La Jolla home, Franklin said. He only drives to work and to ferry his children to their activities. “My commute is about 20 miles, so I haven’t had to worry about it.”

The Leaf has a range of 70 to 100 miles (110 to 160 km) and needs about seven hours for a full charge with a 240-volt charger.

The base model retails for around $32,000, compared with more than $40,000 for the Chevy Volt. But qualifying buyers get a federal tax credit of up to $7,500 and a California state rebate of up to $5,000 on the new electric cars.

The Volt is a plug-in hybrid. It will hit the local streets in February.

The Volt is primarily an EV that can get up to 40 miles (60 km) on an electric charge. After the battery runs out, a gas-powered motor kicks in and continues to propel the car.

The Volt sells for about $41,000 and is eligible for the federal tax credit, but not the state rebate because it does not qualify as a zero-emission vehicle.

A good portion of those switching to EVs happen to be people who currently drive the Toyota Prius.

Mike Ferry is the transportation programs manager at the California Center for Sustainable Energy, which administers the rebate. (Its web site has guidelines on how to apply.) He said it’s exciting to be a part of this new era. “We are at the forefront of this revolution in automotive transportation.”

San Diego was picked to be a launch market for a couple of reasons: The state policy which promotes zero-emission vehicles; and the cooperation of San Diego Gas & Electric. “San Diego was able to partner early on in the process and bring these companies into the area,” Ferry said.

The San Diego Association of Governments (SANDAG) and SDG&E were instrumental in setting the city up, both as a key launch market and to participate in the EV Project, funded by the Department of Energy.

The $115 million EV Project enables several states, including California, Texas, Oregon, Washington, Tennessee and the District of Columbia, to receive free charging stations for public areas, such as malls, residential charging units for the first 1,000 buyers of EVs, and fast-charge stations near freeways.

So early Leaf owners such as Franklin receive a free charging unit that is installed in their home; they only have to pay for the electricity. “San Diego is the cornerstone of the EV Project in California. There is none in the Bay Area and L.A was added only recently,” Ferry said.

The EV Project will collect and analyze data on vehicle use in diverse terrain and climate conditions, evaluate the effectiveness of the charging infrastructure, and conduct trials on various revenue systems for commercial and public revenue.

Ecotality is an EV service provider that is working with the DOE to supply the free charging stations. __Andy Hoskinson, area manager for Ecotality, said charging costs will be minimal in public places. __

“You may see some locations where the cost to refill the vehicle is free, because the host has elected to pay the cost. And you might see that range up to a $1.50 or so for every hour that the vehicle is connected and charging,” Hoskinson said. Ecotality’s charger, called the Blink, costs $1,200 for residential units, $2,500 for the ones installed in public places and $20,000 for the fast-charge units that will be located near freeways.

If you were to plug your car into a 480-volt quick charge station, it would take about 30 minutes to get to an 80% charge.

For depleted batteries, it will take about seven hours when plugged into a 240 volt residential or public station.

An EV plugged into a regular 110-volt socket will take about 20 hours for the battery to go from empty to full.

Aside from the Blink, there are other brands sold by different EV service providers such as Coulomb Technologies, Better Place and AeroVironment.

Charging an electric car at home increases the load, which could lead to power outages without proper planning. Coping with the increased load is something SDG&E has anticipated for several years. The utility has worked with Ecotality and Nissan dealerships to pinpoint residential areas where there will be a concentration of these cars.

Hoskinson said the area around state route 56, which starts at the end of Ted Williams Parkway in Carmel Mountain and goes through Rancho Penasquitos and Carmel Valley, is one such cluster.

“We anticipate electric vehicles will be popular where today's hybrids are located,” said April Bolduc, communications manager with SDG&E. However, she said the utility is still working on identifying these areas.

Charging an EV is equivalent to running an electric dryer. It draws about 3.3 kilowatts per hour from the grid.

Car owners are encouraged to charge at home between midnight and 6 a.m., off-peak hours. Leaf owner Franklin said he plugs his car in when he comes home and the built-in timer begins charging at midnight.

Bolduc said SDG&E is working with the California Public Utilities Commission to develop rates that will give EV customers an incentive to charge during off-peak hours, at night and early mornings when costs are low. That can save as much as 75 percent compared with using gasoline. “Drivers get a low rate, there is a reduction in harmful air emissions, and we reduce the need for building and operating new power plants. It's a cleaner win-win for everyone,” Bolduc said. When it comes to dealing with the increased demand for power from EVs, Bolduc said a smart grid is the answer. “The great thing about smart meters is that they are going be able to help us predict what the condition is of the transformers that are in a particular neighborhood. So over time we’ll be able to make those transformers smarter,” Bolduc said.

Source: KPBS, by Padma Nagappan, December 21, 2010

The Beijing municipal government plans to set up 100 rapid and 36,000 low-speed charging stations in the city in the next three years to encourage use of electric vehicles with lithium ion batteries.

The government expects that private owners will buy 30,000 electric vehicles by the end of 2012 - 23,000 of them pure electric cars and 7,000 plug-in hybrids.

The plan suggests that buyers in Beijing could get subsidies of up to 50,000 yuan (U$7,500) for a plug-in hybrid car and 60,000 yuan (U$9,000) for a pure-electric car.

Media reports last summer from China said the government plans to invest 100 billion yuan ($15 billion) to support the development of electric vehicles and advanced lithium ion batteries technology in the country.

The reports said the government's goal is to have 5 million electric vehicles (EVs) as well as another 15 million hybrid-electric vehicles on the roads by 2020. The rationale behind this initiative is clear.

Today, China consumes about 8 million barrels of oil a day - or nearly 10% of the 88 million barrels consumed globally on a daily basis - the majority of it imported. During the coming decade, China is expected to add nearly 200 million passenger vehicles to its fleet, pushing the number in operation to more than 250 million. Already the world's largest emitter of carbon dioxide, the additional pressure from those vehicles on China's environment, public health and oil supplies is forcing leaders to look for alternative energy solutions.

A seemingly obvious solution is a migration to hybrid and electric vehicles, which require little or no oil and produce little to no tailpipe emissions.

But can China successfully transition to a hybrid and electric vehicle industry? Based on JD Power's experience working in markets around the world, success is not guaranteed. There are a myriad of challenges that need to be overcome for electric vehicles to become commonplace in China. The most important are technical obstacles to making electric vehicles cost competitive and overcoming consumer skepticism. Electric car technology has been around for more than a century and at one point was more common than petroleum power.

It wasn't until some simple innovations empowered the internal combustion engine - among them the electric starter and widespread availability of gasoline - that it overtook the battery as the preferred power source for the world's vehicles.

Yet many of the challenges faced by modern EV technology are the same as they were more than a century ago:

Limited driving range: Electric battery packs do not now hold the desired volumes of energy, which limits driving range.

As a result, many consumers have "range anxiety", a concern that their vehicle will not get them to their destination or they cannot drive their vehicle over long distances.

Limited support infrastructure: Currently, there is inadequate infrastructure available to support electric vehicles, which means the owner of an EV cannot confidently drive long distances and be assured of a recharge far from home.

An adequate national infrastructure might help alleviate range anxiety, but it would also cost billions of yuan to build and would need to provide a way for overnight charging by residents of apartments.

Charging times: Completely recharging batteries in an EV can be inconveniently long - ranging from 3 to 12 hours depending on the system used.

By comparison, filling up the tank of a gasoline-powered auto takes just a few minutes and that is good enough for several days or hundreds of kilometers.

Despite the challenges, JD Power's global research finds that many consumers are interested in hybrid and electric vehicles because of their ability to reduce dependence on oil and lower exhaust emissions - yet interest dissipates substantially when they learn the price premium such vehicles carry.

Today, most hybrid and electric vehicles cost 25 to 100 percent more than a comparably sized conventional vehicle.

Given the skepticism about EV technology, few consumers are willing to pay a premium for a product that potentially offers more inconvenience and potential problems.

All things considered, China is doing the right thing in exploring alternative energy solutions to support its national automotive industry. Due to the size of the vehicle population and the rate at which it is increasing - as well as general concern for the environment - it is the right move.

But much work needs to be done on technological advances, infrastructure development and education to gain consumer acceptance in China, and elsewhere, in the near future.

While the going will not be easy, China has a unique opportunity to take the global lead in the greening of the auto industry. The nation's ability to quickly coordinate and implement automotive policy may be just what's needed to jumpstart the electric-vehicle future.

Source: EVWinds, December 14th, 2010