GM-VOLT : Chevy Volt Electric Car Site

V2Green is a new start-up company based in Seattle who’s main focus is building software and hardware for electric vehicles to communicate with the grid and utilities companies. I had to opportunity to interview V2Green’s CEO David Kaplan. The full interview follows the post, can be heard here, downloaded, or retrieved as a podcast from iTunes.

David has 30 years in computer business, and actually started SQL while working with Microsoft in the late 80′s. He is also working on V2Green with several technology expert co-founders. V2Green started one year ago after intensive research, with the motivation to start something in the cleantech/clean energy space that would have tremendous importance; in particular, a focus on the electrification of the automobile. They realized that these cars would have to communicate with the grid and there would have to be some communication technology between the two.

They wanted to build a system that allows utility companies to maximize the economic value of the power resources represented by these cars and their batteries. The technology would have to be robust enough to aggregate the resources across thousands of cars, and would also function considering these cars mobilities and intermittent connectivities governed by human behavior, i.e. personal transportation needs. The eventual system will have to balance the needs of both the consumer and the grid operator.

He talks about two concepts. First is “smart charging”; nearer term, and without impact on the batteries, the idea is to control timing and pattern of charging to keep it “grid-friendly”. For example, imagine a consumer who plugs in on a hot afternoon in California, but doesn’t have to drive again till 6 AM. The grid operator doesn’t want to be overwhelmed, and although the car could charge in 6 hours, the system will allow it to charge over 14 hours. This scenario could be fine-tuned across thousands of vehicles to optimize the grid’s functioning as well as providing the driver with his specific needs. The second concept is vehicle-to-grid (V2G), the long (15-20 year) term prospect, for when there are many electric cars.

He mentions V2Green plans on providing consumers web and cellphone-based interfaces for them to program in their car’s needs at any given time, and be able to see their car’s charging status the same way. Messages might be able to go to the car/grid immediately such as if the charging needs suddenly change, i.e. an emergent trip. Over time, the system can eventually learn and predict what individuals and populations behaviors will be.

The system has software (server) than runs in the utility company, and each car runs a client application. They also have hardware for the cars called the V2Green Connectivity Module (VCM) that communicates to the grid and controls charging and discharging of the vehicle instantaneously. The VCM can communicate over cell service, wire, or WiFi.

Who will pay for the service is yet undetermined, but one interesting idea is the utility companies might offer lower rates of charging specifically for electric auto use, so-called advantage charging tarrifs (ACT). V2Green foresees the ability to license their technology directly to OEMs including GM. They have in fact had some preliminary discussions with automakers including GM. V2Green’s technology would also be necessary for the individual to be able to sell back the electricity from their car to the grid.

He talked about a new field trial of V2Green equipment with Xcel technology, a power company in eight states, testing for 6 months 6 plug-in converted Ford Escape hybrids.

He is excited about the Project Better Place (see prior post) program and sees his technology as being synergistic with theirs, and expects some connection with their activities.

In closing he coins the term “grid aware”, the electric car shouldn’t just be a “dumb-load” perpetuating the grid problem, but rather should be turned into a smart asset for society and the energy economy.

If you have any misgivings about V2G in general, listening to this interview may help open your mind to the idea.

V2Green Website (LINK)

Xcel Energy Field Test Press Release: (LINK)

A new start-up company announced its launch yesterday. This company is called “Project Better Place. Their idea is to create a subscription-based charging system for plug-in electric cars. This system would operate like a cell phone network, driver’s could roam anywhere, plug-in and charge their cars where it is convenient. They would be billed from the Project Better Place network who would have arrangements with multiple local utilities.

The company hopes to set up charging centers where one can drive in and fill up with electricity automatically, or for longer drives, battery exchange depots.

In another twist, they see an opportunity aligning themselves with electric carmakers (apparently they are in talks with five) Just like you can get a cheap cell phone when you sign up with one of the wireless carriers, you could get a less expensive lease for electric cars that have signed up with Project Better Place.

The company is headed by Shai Agassi, former SAP software president and is half funded by two Israeli companies. The location for this project rollout is yet undisclosed but likely to target high density population areas beginning in three countries, initial testing is to begin in 2008, and 100,000 car enrollment is expected by the end of 2010.

When you listen to this guy talk, you get the idea this will be a VERY BIG DEAL. Indeed it is the highest capital funding for a greentech company to date.

CNBC Video: (LINK)

Project Better Place Presentation (LINK)

In a sign of times to come, and an indication that the UK is ahead of the PHEV pack, energy giant EDF and recharging station producer Elektromotive are together installing a series of automobile charging stations across the country. The plan is to have 250 such stations in place by April 2008.

In some commonwealths, local government will pay for the power, and consumers will be able to charge for free while at work. Other localities places may require pay-for-use.

Conceivably, when PHEVs like the Volt arrive in the U.S., a similar network here may also arise.

Source (Personal Computer World, UK)

A Seattle startup called V2Green has been recently profiled. The company is headed by David Kaplan who wrote SQL for Microsoft.

The product they are developing is a software system which will allow electric cars (when they arrive) and the utility companies to communicate with one another through the power grid. The system will have to reside both in the vehicles and at the utility companies.

We have previously discussed the idea of vehicle to grid (V2G) as a way for electric cars to act as power reservoirs contributing as well as taking from the grid depending on each others needs (see previous post).

This relationship is clearly a complex one, becoming especially so as the number of electric cars becomes large (60,000 Volts first year, right!). Kaplan estimates up to 1.5 million of plug-ins by 2015.

V2Green aims to tame this complex relationship by allowing two-way feedback between the cars and the grid. He describes a scenario where a car is plugged in overnight, say for 14 hours. Since the Volt, for example, only needs 6.5 hours to charge, depending on the grids needs, the rate of charge can be varied minute by minute to be stretched over that time.

The company is looking for startup capital, if you’re interested, but they really only have vaporware until our beloved Volt arrives.

Website (V2Green)

Source (The Seattle Post-Intelligencer)

An idea that is invariably invoked when people discuss plug-in electric cars like the Volt is vehicle-to-grid technology. (see previous post)

The general concept is that when there is a large fleet of plugins on the road, users will plug them in at night during low demand and charge them. During the day, when demand is high, the cars could remain plugged-in (while not driven) and act as thousands (?millions) of little reservoirs feeding their electricity back into the grid as demand requires. This would produce a buffer helping the grid to meet demand and averting blackouts. Presumably, the drivers could be reimbursed by the utility cos for the power they contribute.

This new article from the Times, illustrates how an individual hooked their Prius up to the house during a blackout. The engine was turned on and off, letting the car power the house for hours, turning it into a $30K basic generator.

Certainly the idea of V2G makes sense from the standpoint of the utility companies, but how does it help the individual driver?

Imagine a drive to work, where one uses 20 miles of their electric range, then they plug-in at the garage at work. If it is a peak usage day, would they really want another 10 miles of range siphoned off?

Perhaps there are benefits to the individual. What are your ideas?

Here we’ve just finished posting about how much it will cost to drive the Volt.  Some interesting comments have come back.  I’m working on getting some more battery specifics and will report back to you very soon.

In the meantime, GM is part of a large coalition of heavy electric users in the state of Ohio. The group includes Honda, Ford, Whirlpool, and G.E. They have formed this alliance to prevent the state from deregulating it’s electric rates.  They fear deregulation to an open market system could cause rates to escalate.  Of course, the motivation here is for GM to keep it’s costs down.  But when you begin looking at an electric car revolution in the form of the Volt, electric utility rates become a big deal indeed for affecting sales and widespread adoption.
Maybe GM should start flexing their muscle on a more national level?

Source [MSN]