m 2. consumer incentives - urban mobility...

National Mission for Electric Mobility

1. Overview

2. Consumer Incentives

3. Charging Infrastructure

4. Pilot Projects

5. Roadmap for PPP-in-R&D

6. Lithium ion Battery

FAME

1. Overview

All-India Scheme to cover all vehicle segments (2W, 3W, 4W, LCV,

Buses, ...) & full range of xEVs (Mild/ StrongHybrids, PHEV, EV).

NEMMP 2020 Vision Manufacture & sale of affordable xEVs; Support 6-7

million new xEV sales.

Government - Industry collaboration for infrastructure, consumer awareness &

Technology Development.

NMEM activities

Market Creation through IncentivesScheme (including retrofitting of in-usevehicles). Pilot Fleet Deployments for Public

Transportation Charging Infrastructure for Electric-drive

Vehicles Technology Platform for Electric-drive

Vehicles Vehicle Testing & Homologation

Infrastructure

Mission Goals

Ambitious target 6-7 million sales ofxEVs in 2020 Expected to save 9500 Million Liters of crude oil

equivalent to Rs. 62000 Cr. savings. Phase-1 for two-years (2015-17) outlay of Rs 800 crore, Rs 500 crore for demand incentives (FAME India) Rs. 190 crore for R&D Rest – Pilot Fleets, Charging Infrastructure etc.

Importance to Technology Development

Milestones (2010-2015)

National Council for Electric Mobility(NCEM) Council of Ministers, Chaired by Honorable

Minister for Heavy Industries

National Board for Electric Mobility(NBEM) Council of Secretaries, Chaired by Secretary DHI

NBEM Working Group on R&D The NBEM's Working Group on R&D had 40

members – comprising a large number ofscientists & industry professionals.

2. Consumer Incentives

Published in the Gazette of India (in April 2015). Customer purchasing an xEV will get upfront subsidy from the dealer, who then claims amount from Manufacturer. Mission has online payment gateway to approve and reimburse money to

Vehicle Manufacturers Joint survey by Government and Industry Assessed the consumer perception, and expectations (mileage, range,

acceleration, payback) and sensitivity parameters (price, running cost,recharge time).

Incentives based on Total Cost of Ownership (TCO) model technology trends, price evolution of key components, scale effect due to

large scale manufacturing, long term forecast for fuel prices, exchange rates fluctuation and

consumers sensitivities. Differential acquisition cost increases proportionately with the

degree of electrification in a vehicle.

Funds Allocation

Com pone nt of the s che m e 2 0 1 5 -1 6 2 0 1 6 -1 7

Rs. 70 Crore Rs. 120 Crore

Demand Incentives Rs. 155 Crore Rs. 340 Crore

Charging Infrastructure Rs. 10 Crore Rs. 20 CrorePilot Projects Rs. 20 Crore Rs. 50 CroreIEC/Operat ions Rs. 05 Crore Rs. 05 CroreTotal Rs . 2 6 0 Crore Rs . 5 3 5 CroreGrand Total Rs . 7 9 5 Crore

Technology Platform(Including test ing infrastructure)

National Automotive Board (NAB)

NAB will be the implementing arm for theDepartment of Heavy Industry NAB mandate: National repository of automotive sector related data domain knowledge and expertise. To undertake analysis of

such data for providing inputs for Government policy andregulation formulation.

Recommend to Government on policy matters relating to automotive testing & homologation, and many

related subjects & To assist Government in automotive sectorregulations.

NAB MoA will run R&D Programs

Table 1 : Two Wheeler (Categ ory L1 , L2 & ≤ 2 5 0 W)

SEGMENT INCENTIVE (Rs)

Scooter Level 1 Level 2Mild HEV (Conventional Battery) 1800/- 2200/-Mild HEV (Advance Battery) 3600/- 4300/-Plug-in HEV (Advance Battery) 13000/- 15600/-BEV (Conventional Battery)* 7500/- 9400/-BEV (Advance Battery)* 17000/- 22000/-N ote: In case of BEV 2W, ‘Level 1’ incentive is applicable for 2Wheeler with ‘m ax power not exceeding 250 Watts’ and ‘Level 2’incentive is applicable for others BEV 2W.

Inc entive Categories

Table 1 : Two Wheeler (Categ ory L1 , L2 & ≤ 2 5 0 W)

SEGMENT INCENTIVE (Rs)

Motor Cycle Level 1 Level 2Mild HEV (Conventional Battery) 3500/- 4200/-Mild HEV (Advance Battery) 5200/- 6200/-Plug-in HEV (Advance Battery) 15000/- 18000/-

BEV (Conventional Battery)* 9600/- 12000/-

BEV (Advance Battery)* 23000/- 29000/-N ote: In case of BEV 2W, ‘Level 1’ incentive is applicable for 2Wheeler with ‘m ax power not exceeding 250 Watts’ and ‘Level 2’incentive is applicable for others BEV 2W.

Inc entive Categories

Table 2 : Three Wheeler (Categ ory L5 )

SEGMENT INCENTIVE (Rs)

CNG/Diese l Variant Level 1 Level 2Mild HEV (Conventional Battery) 3300/- 4000/-

Mild HEV (Advance Battery) 6500/- 7800/-Plug-in HEV (Conventional Battery) 25000/- 30000/-Plug-in HEV (Advance Battery) 38000/- 46000/-BEV (Conventional Battery) 11000/- 13000/-BEV (Advance Battery) 45000/- 54000/-

Inc entive Categories

Table 2 : Three Wheeler (Categ ory L5 )

SEGMENT INCENTIVE (Rs)

Petrol Variant Level 1 Level 2

Mild HEV (Conventional Battery) 3300/- 4000/-Mild HEV (Advance Battery) 6500/- 7800/-Plug-in HEV (Conventional Battery) 25000/- 30000/-Plug-in HEV (Advance Battery) 38000/- 46000/-BEV (Conventional Battery) 21000/- 25000/-BEV (Advance Battery) 51000/- 61000/-

Inc entive Categories

Table 3 : Four Wheeler (Categ ory M1 )

SEGMENT INCENTIVE (Rs)

Leng th not exceeding 4 Meters Level 1 Level 2Mild HEV (Conventional Battery) 13000/- 16000/-Mild HEV (Advance Battery) 19000/- 23000/-Strong HEV (Advance Battery) 59000/- 71000/-Plug-in HEV (Advance Battery) 98000/- 118000/-BEV (Advance Battery) 76000/- 124000/-

Leng th exceeding 4 Meters Level 1 Level 2Mild HEV (Conventional Battery) 11000/- 13000/-Mild HEV (Advance Battery) 20000/- 24000/-Strong HEV (Advance Battery) 58000/- 70000/-Plug-in HEV (Advance Battery) 98000/- 118000/-BEV (Advance Battery) 60000/- 138000/-

Inc entive Categories

Table 4 : LCV (Categ ory N1 )

SEGMENT INCENTIVE (Rs)CNG/Diese l Variant Level 1 Level 2Mild HEV (Conventional Battery) 17000/- 20000/-Mild HEV (Advance Battery) 19000/- 23000/-Strong HEV (Advance Battery) 52000/- 62000/-Plug-in HEV (Conventional Battery) 73000/- 88000/-Plug-in HEV (Advance Battery) 104000/- 125000/-BEV (Conventional Battery) 102000/- 122000/-

BEV (Advance Battery) 156000/- 187000/-

Inc entive Categories

Table 5 : Bus (Categ ory M3 )

INCENTIVE (Rs)CNG Variant Level 1 Level 2Mild HEV (Advance Battery) 34 Lakh 41 LakhStrong HEV (Advance Battery) 55 Lakh 66 LakhDiesel Variant Level 1 Level 2Mild HEV (Advance Battery) 30 Lakh 36 LakhStrong HEV (Advance Battery) 51 Lakh 61 LakhN ote: The above incentive available to STUs in the absence ofschem es such as JnN URM. For the private operators, above incentiveshall be applicable .

Inc entive Categories

Table 6 : Bus (Categ ory M3 )

CNG Variant Big Cities Smaller Cities

Mild HEV (Advance Battery) 6.3 Lakh Nil Nil

Strong HEV (Advance Battery) 17.2 Lakh 3.7 Lakh Nil

Diesel Variant Big Cities Smaller Cities

Mild HEV (Advance Battery) 5.7 Lakh Nil Nil

Top-up Incentive (For STUs)( in case schemes such as JnNURM scheme exis t)

NE, JK, HillyAreas

NE, JK, HillyAreas

Inc entive Categories

Table 7 : Retrof itment (Categ ory M1 , M2 & N1 )

Incentives Slab

Conventional Battery Advance Battery

1 0 % < Reduction ≤ 3 0 %

More than 3 0 %

Reduction in fuel consumptionw.r.t base vehic le

15% of kit pr ice or Rs30,000 whichever islower

15% of kit pr ice or Rs45,000 whichever islower

30% of kit pr ice or Rs60,000 whichever islower

30% of kit pr ice or Rs90,000 whichever islower

Note:The reduct ion in fuel consumption w.r.t base vehicle is as per the type approvalprocedure as per AIS 123. The test ing agency shall cert ify such declarat ionalong with the homologation cert if icat ion of the retrof it kit .The above incentives slab is applicable to retrof it kits for vehicle models underM1, M2 & N1 categories having GVW < 3.5 Tonnes.The kit ‘price’ would mean the acquisit ion cost of a kit to a consumer includingvarious applicable taxes.

Inc entive Categories

3. Charging Infrastructure

Charging Infrastructure is being developed with thefollowing criteria: Affordable onboard & off-board chargers Affordable cost per kWh for end users Maximizing benefits from govt. investments Preferably follow open standards

Policy Interventions standard, regulatory and legislative provisions to set up

widespread charging facilities at homes, offices and public areas. Regulatory amendments for commercial business of xEV charging,

location of charging stations like petrol stations, standards andsafety precautions and facilitating installation of the chargingequipment by apartment blocks and office buildings.

Public Charging Stations

Immediate Deployment: AC on-board chargers available with all electric vehicles

produced and sold in India.

Country standards: Efforts are on to develop clear cut standards for both slow

and fast chargers through TAG, ARAI & NAB.

Two types of AC chargers Two types of DC Charging Stations

Terminology

‘Level’ in US charging standards indicates the power level of energy transferred during

charging.

‘Mode’ in EU charging standards refers to power level as well as presence (or absence) of

control signals and/or communication mechanisms betweenElectric Vehicle Supply Equipment (EVSE) that influencesthe energy transfer behavior.

‘Type’ refers to Socket, Inlet, Plug & Connector‘standardized’ in IEC 62196. AC: Type 1, Type 2 - AC DC: Chademo Japan; GB/T Chinese standards CCS (both AC & DC plugs)

Communication & Billing

India-centric Standards/ Solutions specifications of the ac & dc chargers communication & billing standards, energy consumption monitoring, control, metering & storage specifications.

Information Exchange between EV and charging stations (CS) between CS and central management system (CMS) role of different actors grouped into the functional

requirements of communication protocol development.

AC Charging

Public charging EVSE’s 230 V, 15 A IEC 60309* industrial socket with an optional energy meter

and RFID prepaid card reader for payment, authentication,monitoring and control.

AC Fast Charging: 3 phase, 415 V, 63A IEC 61851 Type 2 socket

Encourage local manufacturing Locally produced EVSE, plugs and sockets to lower costs. Develop India centric standards for energy consumption

monitoring, control, metering and communication.

DC Fast Charging

CHAdeMO (from Japan), China GB/T 20234, EN62196¬3 (Europe) and SAE J1772 Combo (US) Indian Situation Prevalence of BEVs with lower voltage (48–72 V) drivetrains

and high currents xEV’s with higher voltage and lower current systems in the

market

DC Fast Charging Standards may be split based onvoltage (e.g. < 100V &> 100V) safety requirements & interoperability between vehicles &

charging stations

IEC Standards

IEC 61851-1 Electric vehicle conductive charging system - part 1: general

requirements IEC 61851-21 Electric vehicle requirements for conductive connection to an AC

/DC supply IEC 61851-22 Requirements for AC electric vehicle charging stations for

conductive connection. IEC 61851-23 General requirements for the control communication between a

DC EV charging station and an EV. IEC 61851-24 Requirements for digital communication between DC EV charging

station and electric vehicle for control of DC charging

Battery Banks?

● Specifications for Charging/ Swap-centers● Agnostic to user & end use of automobile

● Specifications for “smart batteries” .

● Backend platform● Battery-Bank payment settlement, and reconciliation of

Battery Life (Charge Cycles),

● Appropriate charge & discharge discipline

● Interoperability among vendors & battery manufacturers

● Grid communication - for “grid discipline” whereby baseload power will be incentivized:

4. Pilot Projects

5. Roadmap for PPP-in-R&D

Collaborative Mechanisms 4-5 Centers of Excellence (CoE) 2-3 Testing Facilities owned by government.

A dozen Industry Technology Consortia (ITC),Industry expected to lead & make expenditure

Innovation Program research agencies New product development by private companies.

+ Technology Acquisition, where possible.

R&D Plan Outline

A Dozen Workshops ... Roadmap Published

EV Platforms

48V/ 15 kW system (eg. Mahindra Reva E2O),

72V/30kW system (eg. Mahindra Maximo LCV),

120V/ 50kW system (eg. Honda Civic Sedan),

300V/ 100kW system (eg. Nissan Leaf EV car)

700V/ 250kW system (eg. Tata Hybrid Bus)

Hybrid Electric Vehicle

Series Hybrid

Parallel Hybrid

Toyota Hybrid Synergy Drive

Issues in Systems Integration

Drivetrain architecture and control; High voltage safety; Thermalmanagement; Higher level of integration

Electronics Control – morecomplex systems

● Climate-control is a big demand on EV Battery;can reduce range by 68% per charge

● zone-based cabin temperature controls, advanced heatingand air conditioning controls, seatbased climate controls,vehicle thermal preconditioning, & thermal load reductiontechnologies.

● Vehicle Battery Charging● power available at the charging station,

● battery condition and the charging demand

● cost optimization, payment/billing modalities, &

● safety.

Vehicle Architecture Studies

xEV vehicle systems design and performanceperspectives HIL testing, rapid prototyping and benchmarking

of xEV configurations, components, managementstrategies under Indian conditions Development of systems technologies for

optimizing vehicle efficiency, performance, healthand energy management Establish systems design, test and validation

methodology and tools for xEVs

CoE Systems IntegrationCenter of Excellence

Center of Excellence

R&D Centre: Simulation Tools Models and simulation tools for various xEV

Configurations/ architectures Offline, real time and hardware-in-loop simulation facilities

Powertrains in loop testing infrastructure The energy flow between subsystems under dynamic

operational conditions. By suitable subsystem modelling, the real-time simulation

can be effectively used for a hardware in- loop configurationfor Electronic Control Unit (ECU) to enable control softwaredevelopment, calibration and testing of the controller inclosed loop

2W/ 3W EV Platform

● Mission will support generic technology projects● deployment of high end lithium ion battery,● Advanced lead acid battery● braking energy recovery, and● lower cost of ownership

● Consortia to develop EV Kits● Permanent Magnet Motor based● Switched Reluctance Motor based

● Two types of kits● Low speed:● High speed:

● Common under-the-hood-components couldbe developed for smallEV (1 T GVW)

● SIAM FrontierTechnology Group andNAB in discussion, todevelop the ConsortiumProjects

Small EVs (1 T GVW) Platform

xEV 1Ton with Permanent Magnet Motor

Consortium Automotive Research

Association of India(ARAI), Pune

SIAM MemberCompanies M&M Limited &

Mahindra Reva Electric Maruti Suzuki India Tata Motors Limited

Component Suppliers

• Develop components for 4-Wheeler• Plug-in Hybrid Electric Vehicle

(PHEV)• Battery Electric Vehicle (BEV)

• ‘economies of scale’• affordable manufacturing of xEV

4-Wheeler• 15 prototypes to be developed

• 2 types (PHEV & BEV), 3 Modelseach by OEMs.Motors

Motor ControllersOn-Board ChargersDC-DC ConvertersBattery Modules & BMS

Electric Vehicle - 1Ton Platform

Plug in Hybrid EV – 1 Ton Platform

EV Bus Technology Platform

Common under-the-hood-components can drivecosts down. Indigenous Traction System; Light weighting of super-structure; Battery costs are high (for EV Bus, ~Rs.1 crore?!); so

reduce Battery size by limiting to per trip charge.

Indian Cities lack adequate bus service

2001-02 : 89,812 buses / 2011-12 :98,763 buses

On road population is 1.5 lakhbuses

State Road TransportUndertakings 35% expenditure ison fuel.

Even the best technology bus likeVolvo BR7 gives mileage of 3.5-4/Km diesel. It has a 6 Litre engine& weighs 16 tons.

Buses consume 10% of diesel fuelin India, which is ~ Rs. 8,800crores/year in under recoverydue to fuel subsidy.

1993-94 : 2003-04• Average Household

Expenditure• Food, fell 56% to 45%• Transport 11% to 20%.• Purchase & Running of

Personal Transport iscostly.

• Average household in Delhi,non-food expenditure• 15% is on conveyance;

India average is 11%.

EV Urban bus serviceBest per-capita-reduction in Road Transport Emissions

City Buses have shortroutes with frequent stops,and operate in congestedareas where pollution is aproblem

Centrally managed fleets;low floor transit bus

Reduces use of personaltransport

Government support/ StateRoad TransportUndertakings

EV Bus• Recovers braking energy,• Silent operation in

populated areas• Centralized Battery

Charging Facility• No local pollution• Extremely low Noise &

Vibration

Full EV Bus fleetUS Federal Transportation Agency (FTA) plans(2018 to 2040)

Subsidy of 80% cost Total cost of ownership Fuel and maintenance costs Cost analysis at fleet level Normal replacement

practices

• US = 10% occupancy in buses• India, every bus is overloaded!

Better Total cost of Ownership

Bus Stop Charging viaoverhead terminals

Proterra EV Bus US 11 m long light weight 12.5 tons. 38 seats &

60 passengers max 220-kW electric motor Lithium–titanate battery Fast charged in

5-10 minutes for 42 km range

• Fraunhofer ledConsortium;

• Volvo & Siemens;• … Others

India EV City Bus

NGT -Zero EmissionUrban BusNGT -Zero EmissionUrban Bus

EV Bus@Rs 1.5 crore.Technology ProgramEV Bus@Rs 1.5 crore.Technology Program

Opportunity Charging @ Bus Terminal

State Transport Undertaking EV Bus Fleets

Fast Charging Stations by Energy Utility

Lower cost = Small Battery @ 75 km Trip

EV Bus Technology Platform

1. Traffic, commuting and duty cyclestudies

2. Charging Infrastructure3. EV Bus Drive Train Development4. Modular battery for xEV Buses5. Design for Light Urban EV Bus6. Safety Studies

Goal: EV Bus @ Rs.1.5 crore; All IndiaDeployment. 2 years.

Participants: Ashok Leyland, Tata Motors,Mahindra. Many academic labs,suppliers, technology providers

Projects

6. Lithium ion Battery

Manufacturing lithium ion cell with

indigenous technology innear term is difficult

System levelcompetency Gain design insights, data

and standards for module,pack, cell and materialscharacteristics

Reduce cost at module &battery pack Research integration of cells

and modules into packs withelectronics and thermalmanagement to improvepack level specific energyand/ or specific power

Battery – center piece in the EV

Monitoring Voltage/ Current/ Temperature

Control & Protection Cell Balancing – Active/ Passive Over-charge/ Over-discharge protection Over-temperature, Storage-protection Safe shutdown in catastrophic event

Calculations State-of-Charge, State-of-Health, State-of-Power Cycle-number, Cumulative-Energy

Battery Management System

Laminate Pouch CellStringent design requirements

Areas to monitor• excessive electrolyte permeation,• delamination of sealant layer from metal foil, seam splitting,• electrolyte creep at the feed-throughs,• reactions between laminate and cell components (electrolyte,active materials, current collectors).

Thermal Issues

Lithium battery can get heated up, particularly during charging, leading to thermal runaway

conditions, and even explosion So cells are constructed “weak” to prevent thermal issues Each cell has to be continuously monitored to get optimum

performance

CellsModules Battery Pack

ModuleModule

CellsCells Automotive Traction Battery use Prismatic Cell (rigid cassette, less battery

materials) or Pouch Cell (floppy pouch, more material)

A few cells are used to build module In Nissan Leaf example, four A4 size Cells

are packed into a “module” the size of alaptop

48 modules make the full Leaf EV Battery

EV Car BatteryEV Car Battery

1. Overview

2. Consumer Incentives

3. Charging Infrastructure

4. Pilot Projects

5. Roadmap for PPP-in-R&D

6. Lithium ion Battery