you need to connect to the grid to bid into the system is 100 kWh.” The 2016 Nissan Leaf features a battery and power suffi cient to provide 30 kW. “This means a minimum of four Nissan Leafs to get into this program,” he said. In California, he said, the threshhold used to be 500 kWh, or about 20 vehicle batteries. The California Independent System Operator (California ISO) agreed to a change in how a Distrib- uted Energy Resource Provider (DERP), such as EV owners, can participate in smaller increments. According to a press release from the California ISO, the new rules “set a pathway for smaller resources to be bundled together by utilities or third parties so that they collectively meet the half-megawatt minimum requirement for participating in the energy market.” The press release noted that further options for giving individual DERPs access to the grid will be explored this year.
Why is now the time to move into
V2G? “We began to realize around 2008 that advanced batteries are get- ting better very quickly. Automotive users were driving volumes which in turn were driving the cost down,” said Hammell. “We started working with the vehicle companies to use the same bat- teries they were using [in our other projects], then started to develop ways of using the batteries while they were still in the cars. There are now so many EVs on the road, in particular the Nissan Leaf, that it is practical to think of how to use these batteries on the grid when they are otherwise idle.” Data from the website EV Sales confi rms Hammell’s asser- tion that the Leaf is the most numerous EV on the road, with over 170,000 sold worldwide as of April, 2015, outpacing the Chevy Volt with its 81,000 sales.
The Challenge of Rate Structures A challenge for wide expansion of V2G is the different rate
structures found around the US. Some public utilities will al- low a vehicle operator to charge more, some less. The magic number for the DoD is at least $50 per month per vehicle for the program to meet its cost targets. A similar number might be expected to make it attractive for other fl eets.
Princeton Power Systems’s 40,000-ft2 (3716-m2) factory features manual operations to assemble and test its product.
popular worldwide standard. Tesla, with its 60,000-plus vehicles sold, has also, by default, made its own proprietary plug a major player. Other companies who provide EVs, such as GM, VW and Daimler, offer the combined SAE J1772 with DC fast-charging plug. “However, we expect over the next decade that the SAE
standard will win this particular fi ght,” Hammell said, as the sheer number of individual brands and vehicles using the SAE standard may well force universal acceptance. He also expressed mild frustration that lack of a worldwide standard might possibly impede acceptance and growth. Even with the current price of gasoline near infl ation- adjusted historic lows, Hammell noted that there are more models of EVs expected to be introduced in coming years. “More vehicles will support more V2G applications,” he said. “The electrical grid is starving for more economical ways to manage the infrastructure, which supports both V2G and large, stationary battery applications, which might be even more important going forward.”
Another headache for manufacturers like PPS is the diver- sity of charging standards. Currently, three different standards are used for the electric plug to fast DC charge or connect to an EV—the SAE J1772 Level 3, the Japanese CHAdeMO, and the unique Tesla Supercharger derivative. Since the Leaf uses CHAdeMO and is the most widely adopted vehicle on the market, by default it has made the CHAdeMO the most
29 — Energy Manufacturing 2016
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