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Plug-in Electric Vehicles (PEVs) are ready for commercialization. Perhaps the biggest hurdle remaining to their widespread adoption and to achieving California's smog and climate change emission reduction goals is consumer acceptance and purchase. To help educate consumers as well as other important stakeholders, the California Plug-in Electric Vehicle Collaborative (Collaborative) partnered with the California Air Resources Board (CARB) to develop a PEV Resource Center as part of the DriveClean.ca.gov web site. The PEV Resource Center is an unbiased source of information about PEVs to help a number of different audience groups in California understand more about electric drive technology and what is involved with purchasing a PEV. This great new resource allows consumers, local government officials, policymakers, fleet managers, Original Equipment Manufacturers (OEMs), utilities, dealers, and the media easily navigate to find the PEV information they are looking for.

This authoritative new resource provides a comprehensive introduction to plug-in electric vehicles (PEVs), including critical discussions on energy storage and converter technology. The architecture and models for sustainable charging infrastructures and capacity planning of small scale fast charging stations are presented. This book considers PEVs as mobile storage units and explains how PEVS can provide services to the grid. Enabling technologies are explored, including energy storage, converter, and charger technologies for home and park charging. The adoption of EV is discussed and examples are given from the individual battery level to the city level.n nThis book provides guidance on how to build and design sustainable transportation systems. Optimal arrival rates, optimal service rates, facility location problems, load balancing, and demand forecasts are covered in this book. Time-saving MATLAB code and background tables are included in this resource to help engineers with their projects in the field

Vehicle manufacturers offer incentives in an attempt to encourage consumers to purchase or lease new vehicles. Similarly federal and local governments offer incentives to help build and maintain a market for plug-in electric vehicles (1). This paper analyzes manufacturer cash rebates and special lease offers and presents a comparison of plug-in electric vehicle incentives by manufacturer, technology, geographic area, and time period. How these manufacturer plug-in electric vehicle incentives relate to vehicle sales as well as state and federal government incentives is also investigated.

The transition to plug-in electric vehicles is examined from the consumer's perspective. Since risk-averse consumers perceive disadvantages as well as advantages, consumers are reluctant to choose electric propulsion without significant nudges from the government. Norway, California, Germany and China are analyzed to determine why and how electric vehicles are promoted by public policies. Each jurisdiction has accomplished rates of electric-vehicle penetration that are far above the global average. This success is largely attributed to various policies which range from vehicle mandates, producer and/or consumer subsidies, or taxation in respective regions—otherwise PEVs remain relatively unappealing to risk-averse consumers. Demand and supply side policies have been effective tools in spurring adoption of the new electric propulsion system. Norway is one notable jurisdiction that has PEV penetration exceeding 80% of new vehicle sales despite no supply side incentives. Germany has recently surpassed California and China in PEV penetration rate, though all three jurisdictions exceeded 10 percent by 2020 or early 2021. Research is recommended to identify ways to encourage consumer adoption of electric vehicles.

Plug-in Electric vehicles (PEV), both as battery electric vehicles (BEV) and plug-in hybrid vehicles (PHEV) have noteworthy potential to reduce global and local emissions. Governments around the world have implemented monetary and non-monetary policy measures to foster PEV market diffusion. However, empirical estimates of their effectiveness are scarce. Here, we analyse data on PEV sales from Europe and the US with the policy measures active in these countries, e.g., direct subsidies, tax rebates, and public charging infrastructure. The aim of the present paper is to contribute empirical evidence to the discussion of policy aided market evolution of electric vehicles. We find income, gasoline prices and both direct and indirect subsidies to positively influence PEV adoption.

At the current stage of plug-in electric vehicle (PEV) market development, sales rates vary dramatically across different countries and regions. For policy-makers and other stakeholders it is useful to understand the major social, economic, and policy drivers of vehicle adoption. This paper provides insights into the developing PEV markets in Norway, Netherlands, California, United States, France, Japan, and Germany. This is accomplished by applying a Technological Innovation System (TIS) approach that systematically identifies the role of different factors in promulgating new markets. Our comparison between markets shows that in all studied regions, sales of PEVs are supported through various types of government incentives, government resources, and other legitimation activities. However, regions with relatively strong PEV markets have a greater focus on market formation activities and relatively higher costs savings associated with operating an electric vehicle as compared to a conventional vehicle. To determine whether these factors are the primary determinants of PEV market shares, further research should be undertaken that also incorporates analysis related to the presence and government support for entrepreneurial activities related to electric vehicle innovation.

Plug-in electric vehicles (PEVs) have recently attracted much attention due to their potential to reduce CO2 emissions and transportation costs and can be grouped into entities (aggregators) to provide ancillary services such as frequency regulation. In this paper, the application of aggregators to frequency regulation by making fair use of their energy storage capacity is addressed. When the power grid requires frequency regulation service to the aggregator to adjust the grid frequency, the PEVs participating in providing the service can either draw energy (as it is usually done to charge the vehicle) or deliver energy to the grid by means of the vehicle-to-grid (V2G) interface. Under the general framework of optimizing the aggregator profit, different methods, such as state-dependent allocation and the water-filling approach, are proposed to achieve a final state of charge (SOC) of the PEVs that satisfy the desired fairness criteria once the regulation service has been carried out. ; The work of J. J. Escudero-Garzás and G. Seco-Granados was supported by the Grant of Spanish Government TEC2011-28219. The work of A. García-Armada was supported by the GRE3N TEC2011-29006-C03-03 and COMONSENS CSD2008-00010 projects.

15 pages, 4 figures, submitted to New Journal of Physics Acknowledgment JK is supported by the Government of the Russian Federation (Agreement No. 14.Z50.31.0033) and IRTG 1740 (Deutsche Forschungsgemeinschaft). ; Non peer reviewed ; Publisher PDF

The widespread adoption of plug-in electric vehicles (PEVs) will depend on public appreciation of the potential savings in ownership costs that PEVs offer over conventional, internal combustion energy vehicles (ICEVs) and hybrid electric vehicles (HEVs), including fuel savings. This study compares the energy consumption and estimated ownership costs of various technologies for multiple drive cycles in the United States and the European Union ; identifies and quantifies the impacts of the main parameters influencing the ownership costs of PEVs in comparison with other powertrains for different timeframes, vehicle classes, and technologies ; and assesses under what combinations of parameters the cost of PEVs can be competitive with other powertrains.

The deployment of large numbers of plug-in electric vehicles (PEVs), in order to satisfy zero-emission-vehicle (ZEV) goals in California, brings both potential benefits and costs for the electric grid. Since early 2009, the issue of so-called vehicle-grid integration (VGI) has become a center-stage policy discussion among the electricity and transportation sectors. By conducting a policy process analysis, this research addresses the questions of how the policy process for VGI regulations has been formed in California, and what have been the major challenges in policy-making. A series of interviews were conducted between with representatives of 18 organizations from the government, electric utility, and PEV sectors. The qualitative data is analyzed under the three dimensions of policy process; problem, politics, and policy as suggested by Multiple Streams framework (Kingdon, 1995). The results show that a policy window for VGI regulations was opened for the first time by the political stream, through State Senate Bill 626 in 2009, and later, supported by the Governor's ZEV action plan in 2012. In response, the California Public Utility Commission became a policy entrepreneur, and has adopted an incremental policy-making strategy targeting investor-owned utilities (IOUs). The two largest barriers facing an effective policy solution are identified as the complexities involved in quantifying economic value from VGI and the feasibility concerns about adopting VGI enabling technologies on the grid.

Government policies for energy efficiency in transportation systems are likely to clear the way for alternative propulsion technologies, such as Plug-in Electric Vehicles (PEVs), to become widespread in automotive industry sales. However, integrating PEVs in electric power systems (EPSs), such that system-favourable charging schedules are facilitated, still poses regulatory and technical challenges for the entire spectrum of stakeholders, from policy makers to regulated distribution system operators and competitive fleet owners. To favour an EPS in question, i.e. a collection of producers, consumers represented by retailers/load aggregators that meet in the electricity market as well as network operators, a combination of competitive market prices as well as regulated use-of-system charges should govern the PEV charging. However, the value proposition, i.e. the value adding services that a Flexible Load Aggregator (FLA) is bringing to the EPS via participating in electricity markets with a contracted fleet of PEVs under Direct Load Control (DLC), remains unclear to this point. This work-in-progress paper presents a methodology to approximate the economic impact of using a PEV fleet s aggregated battery as a resource in electricity markets, ignoring all network aspects. A stochastic profit optimization of the FLA s self-scheduling is formulated with price taker participation in day-ahead energy and ancillary service markets for capacity. Uncertainty in market prices as well as energy demand is addressed. Using the Conditional Value-at-Risk (CVaR) methodology, risk aversion of the FLA is explicitly captured. The corresponding sensitivity of expected profits is analysed with an efficient frontier. As a result, this model is intended to obtain the optimal PEV charging schedule and according FLA market bids, subject to energy demand requirements for transportation of the final customers. Once the methodology is confirmed, stylized examples and fully fledged case studies can be calculated with the here presented model. ; info:eu-repo/semantics/draft

Total cost of ownership (TCO) studies are generally used as a tool to understand how and when plug-in electric vehicle (PEV) technology will reach cost parity with conventional fuel vehicles. Post cost-parity, the PEV market should be able to sustain without government intervention. The researchers present here a detailed analysis of vehicle manufacturing costs and market-level TCO accounting for technology uncertainties, behavioral heterogeneity, and key decision parameters of automakers. Using the estimates of the vehicle manufacturing costs, they estimate the cost of electrification of California's LDV fleet to achieve the state's net-zero emission goal by 2045. The results suggest that PEVs may not be cost competitive even in 2030 without stronger policy support and automakers initiative. Moreover, TCO is not a single number, and the cost of electrification will vary across the population based on the cost of vehicles available in the market, their charging capabilities at home and public, and energy costs. The TCO estimates and the cost of fleet electrification analysis not only has important implications for policymakers but can also offer a foundation for understanding the effect of market dynamics on the cost-competitiveness of the PEV technology.View the NCST Project Webpage