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Boulder Electric Vehicle demonstrates V2G electric trucks in three locations; 60 kW bi-directional

13 September 2013

Boulder Electric Vehicle has successfully demonstrated its Vehicle-to-Grid (V2G) battery-electric trucks in three separate locations in Michigan, Colorado and California.

  • Royal Oak, Michigan. With 60 kW of power going in and coming out of the vehicles, Boulder EV reached a new milestone and became the first EV truck manufacturer successfully to demonstrate V2G bi-directional charging. The transfer took place in the labs of EVSE partner Coritech Services.

  • Ft. Carson, Colorado. The US Army Corp of Engineers and the SPIDERS project signed off on verifying full charge and discharge of the vehicle at 60 kW.

  • Los Angeles. The third demonstration took place at Boulder Electric Vehicle’s Los Angeles plant. The California Energy Commission awarded Boulder Electric Vehicle a $3-million grant from its Alternative and Renewable Fuel and Vehicle Technology Program to support the opening of BEV’s second plant, located in Los Angeles, CA.

    Boulder EV purchased a bi-directional DC charger from Coritech Services that will be solely used in their Los Angeles plant.

September 13, 2013 in Brief | Permalink | Comments (2) | TrackBack (0)

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Ten years ago I promoted to, Calcars, the concept of V2G, but they responded that just getting a plug in car made was work enough.

Every factory owner and many business owners know about demand charges for electricity and the high prices imposed for just exceeding a certain demand once. This power level is beyond most neighborhood transformers. Any fast charging station should have a natural gas powered engine generator for the power.

Electric cars and others never use the full rated horse power and rarely the full rated torque except for a few seconds. Somewhere one can find a calculation that shows how much fuel is used for producing 100 HP for an hour it is big and cars wont use a tenth of it or the horse power. Calcars predicts that their cars get five miles to a kilo-watt-hour. Translated this means for a one hour drive of 30 miles the car uses 6 kilo-watt-hours and is operating at six kW or ten HP.

Neighborhood power transformers and grid wiring are not made for these power levels. Severe light dimming or brightening would be the result.

Always have range extenders that can feed a little power all the time when battery is low, and 10 HP is enough. Whilst you are taking a one hour meal break, ONE kilowatt will put five miles in your battery. ..HG..

If a fast-charging station needs a buffer against high instantaneous demand, it can use batteries.  The J1772 standard provides for limits on the vehicle's current draw in the handshake protocol, and the input can be switched from 240 or 208 volts down to 120 V as required.  That would cut transformer input current roughly in half.

If the talk about iron-molten-electrolyte-air batteries comes to anything, this problem may disappear.  Most people won't have to charge a 1000-mile battery more than once a week, but just leaving the vehicle plugged in would let it buffer the grid and soak up cheap(er) power when it's available.  Charging surges wouldn't be from urgent requirements, they'd be from the utility saying, in effect, "We've got a MASSIVE SALE on surplus kWh's, get yours NOW!"

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