Cross-brand V2G demonstration conducted in Denmark

Vehicle-to-grid (V2G) technology is a necessary puzzle piece in the electric transport system of the future. But how to ensure that a V2G system will work across different EV brands? That’s what the Parker Project in Denmark aims to establish.

Parker is testing a wide range of new and existing grid services to examine how EVs can best contribute to balancing the power system and whether EVs can deliver such grid services across car brands. Partners include electric utilities Enel, Nuvve, Insero, and the Technical University of Denmark.

Parker is testing seven Enel chargers with four different V2G-equipped EVs from Mitsubishi, PSA and Nissan. The comprehensive test plan will assess the vehicles’ ability to provide 11 services, including frequency regulation and grid overload prevention, as well as to intitiate charging in accordance with a signal which informs the vehicle of when CO2 emissions from energy producers are at their lowest.

By the project period’s end in July 2018, Parker will be able to define which grid services and technical capabilities EVs across car brands can support, and how these are best combined to balance the power system. It will then continue its work towards developing a universal definition for grid integration called a a Grid Integrated Vehicle (GIV) certificate.

“For us, V2G presents significant business opportunities, and we are making great strides in the advancement of this technology within the overall smart grid development so we can assure a balanced power system based on renewable energy,” says Alberto Piglia, Enel’s Head of e-Mobility.

“The first tests are the fundamental basis of the Parker project, creating a reference and validating a complex set of algorithms to deliver multiple services including frequency regulation and other ancillary services to the grid,” says Gregory Poilasne, CEO of Nuvve. “Now that we have demonstrated that these vehicles can perform, the Parker project can focus on scalability and proceed to studying larger fleets’ integration on the grid.”


Source: Parker Project

  • jstack6

    This is good. It’s best to have an external Inverter for V2G and use any Electric Vehicle Fast Charge Port. CHAdeMO or CCS. Then your V2G is separate and can be used if you get a new car regardless of Brand. Too bad Tesla won’t support V2G yet.

    • nordlyst

      It’s wasteful. Whether you have CCS or CHAdeMO, you certainly have an (expensive) inverter in your car already – and you must have one, whether or not you want to have V2G support in the car.

      I think I understand your point – CCS doesn’t support V2G. But if it were up to me, I would love to use this as a lever to break free from both these clunky, inelegant charging standards and replace it with something better.

      Obviously switching the standard will be a bit messy for all of us who already have an EV. But installed base is obviously going to grow, and much more quickly from 2020 or so, so it’s clearly better to ditch the current standards sooner rather than later..!

      But I don’t see it happening. CCS seems the likely winner (I have a LEAF and so CHAdeMO, FWIW) mainly thanks to much better support from car manufacturers (although the huge port at least doubles as a L2 charging port as well). CHAdeMO’s only advantage is that it supports V2G out of the box – and maybe that reigns supreme in terms of installed base in some markets (notably Japan).

      In my opinion, considering that 1% of new car sales are EVs and less than 0.1% of the gobal car fleet is electric (versus hopefully nearly 100% in 3-4 decades) it would not be smart to design a solution that involves an external inverter that does nothing useful when the car isn’t connected, and only does what the built-in inverter could do when it is connected. Overall, that solution would be more expensive than my proposal (a new standard, with built in V2G, support for higher voltages to future-proof it, and a less clunky plug – perhaps something like the Tesla plug – not necessarily, but it certainly proves it doesn’t need to be as clunky as CHAdeMO and CCS currently is).

      That said, I do realize that even if what I would want really would be better, it’s not likely to happen. My second choice then would be to add V2G support to future versions of CCS, so that the external inverter can be avoided.

  • Knud P

    It seems pretty odd that this test is performed in Denmark since the number of EV’s sold here is very low.

  • nordlyst

    V2G isn’t really that complicated. Electricity is incredibly malleable and we now have all the components we may need to step voltages up and down efficiently. From an engineering point of view, it’s not a challenge.

    What can be hard, as is so often the case, is to agree on the standard(s), and make it all simple and clear enough that the different implementations of those standards end up being reliably interoperable. And in that respect, this “test” really isn’t worth much. Note that it is using cars all from the same empire. I bet they put Nissan’s boxes into that Mitsubishi, and then this really is no different from demonstrating that V2G works with more than one Nissan LEAF…

    It is a bit surprising actually how little has happened so far in terms of taking full advantage of the electrical power opportunities that are naturally present in any EV. My Nissan LEAF for instance doesn’t have any 230V outlets. It would cost very little to add a couple in the trunk. Granted, I wouldn’t need it very often, but it’d be nice to for instance plug in the vacuum cleaner in a socket in the car and clean it outdoors, in front of the condo I live in. Or just charge my laptop in an “emergency”. If I had the e-NV200 and were a handyman I imagine I would love to be able to run power tools straight off the car. And charge the battery-driven ones. But in fairness I think the e-NV200 actually does have some sockets to offer.

    • freedomev

      Well said. V2G isn’t complicated as ACPropulsion EV controller/charger/V2G inverter al using the same power stage parts, connections was in the 1999 Ford E Ranger as the stock controller.
      The Tesla Roadster used the same inverter, charger minus the V2G part.
      Not sure why it doesn’t just use a cell ph modem asking for power generation or sink as needed on a rotating basis and location.
      Fact is without this EV SC is not affordable. Plus as EVs with their 20-100kwh packs rarely used will be the largest power storage of the future can earn their keep, income even for grid services including free charging and cash.
      All my EVs for the last 26 yrs have had V2H and V2G capable though no market. All one needs is excess to the battery.
      And I’ve always run power tools, my home, etc from my lightweight EVs when
      EVs are rolling power stations and storage and since average use is only 40 miles/day, 50-90% of the pack is available to be used and in Tesla’s SC a lot S models lost less range than ones not worked hard.
      And yes they make sure whenever you want the EV is fully charged and only use 10-50% of the pack anyway as you chose.
      Fact is because the economics are so good EVs and home, building, etc energy production, sink is going to be the major energy supply of the future.

    • John Ebbinghaus Sr

      With all of the plug this in and plug that in you’re going to wear out both the male and female contacts. Symptoms of the wear out will be connector heating or maybe slow charge time or burning the connectors…bad!!! To avoid early “failure” go to and ask for a sample of EVerlast-A an electrically conductive lubricant that is now being tested to help the J1772.