Nichicon EVPS Now Compatible With Mitsubishi i-MiEV

3 years ago by Mark Kane 16

EV Power Station

EV Power Station

i-MiEV 『X』

i-MiEV 『X』

At the 2014 CEATEC JAPAN, Nichicon announced that its EVPS (or EV Power Station) designed originally for the Nissan LEAF is now compatible with Mitsubishi Motors’ electric cars.

EVPS is a bi-directional stand-alone CHAdeMO charger, which can charge i-MiEV and LEAF twice as quickly as on-board charger (6 kW) or provide power to other devices, even a home.

There is no word on compatibility with the Mitsubishi Outlander PHEV, which as a plug-in hybrid equipped with CHAdeMO would enable true backup for whole house at power during blackouts – at least until you run out of fuel.

“In August 2012, Nichicon introduced the world’s first V2H system, the EVPS, which was compatible with the “LEAF,” produced by Nissan Motor Company, earning market acclaim. In October 2013, Nichicon added to this a concept model aimed at meeting demand for corporate customers for business continuity plans (BCPs). Furthermore, in January 2014, Nichicon began offering a high-performance model that could be used via indoor remote control and with cogeneration equipment (such as ENE-FARM2).”

“While rolling out these three models, we encountered many customers who asked about an EVPS compatible with Mitsubishi Motors EVs, and we conducted technology verification in response to these needs. As a result, we made our models compatible with the lithium-ion drive batteries for Mitsubishi Motors’ EV lineup, including the i-MiEV, the MINICAB-MiEV VAN and the MINICAB-MiEV TRUCK, enabling them to supply power to homes. We also enabled double-speed charging, which enables charging from an EVPS at as much as twice the conventional 200V charging rate.”

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16 responses to "Nichicon EVPS Now Compatible With Mitsubishi i-MiEV"

  1. Stimpacker says:

    Eh? Is this report accurate?

    The picture doesn’t show a CHAdeMO connector. The spec sheet says up to 7.2kW charging via L2. The V2G part is simply a 7.2kW inverter.

    1. Of cause, it does. The charger has a much thinner cable and smaller CHAdeMO plug, because of the small power rating.
      The iMiev has the CHAdeMO port on the left side and the AC port on the right side.

      1. Stimpacker says:

        Hmm, I still don’t get it. The spec sheet says 200V 30A charging. That’s less than 7.2kW. I guess that’s still better than the car’s wimpy L2 charger.

        I’m not out to diss the product. I am interested in a CHAdeMO capable bidirectional “box”. It needs to be able to charge faster than 6.6kW and put out at least 6kW AC power for V2G.

        1. I believe that the iMiev only has a 3.3kW onboard charger. Anything faster than that would have to be thought the existing CHAdeMO port.

        2. You do recognize that a 6kW reverse car to grid would kill the fully charged iMiev in about 3 hours, correct?

          I would look at these types of systems as critical low amperage power for your house, like freezers and refrigerators, security systems, and basic lighting.

      2. Sadly, many people only know CHAdeMO if it has a big, uhpgly,my here lever Yazaki plug on the end.

        It’s hard to tell from the pic, but I’d guess that is either a new Sumitomo plug or the Dyden.

  2. Leptoquark says:

    “…which can charge i-MiEV and LEAF twice as quickly as on-board charger (6 kW)…”

    Only twice? I’m seeing 24 kW Chademo chargers in my neighborhood, and they’re considered a less expensive alternative to the 45 kW ones that have been around for a while. I drive a 2014 Leaf.

    The emergency backup power system is a great idea, and the car battery seems to be better scaled to a Japanese home than an American one, so I don’t expect a similar system in the US any time soon. What I would really like to see would be a simple 120V outlet option that could be installed on the car, so that one could power a few household appliances, like a refrigerator, in a power outage.

    I installed a 1000W inverter in anticipation of Hurricane Sandy. Had I lost power, I could have run the fridge for three days. Since I had plenty of warning, I had the Leaf fully charged and ready to go.

    1. ggpa says:

      “I could have run the fridge for three days. ”

      Really? How would you do that?

      1. Simply attach the 12 volt power leads to the 12 volt battery, and leave the car in whatever mode charges the battery “either “ON” or READY”.

        The typical EV can pull 100 amps at 12 volts, or 1200 watts.

        Just plug in appliance in inverter and run until EV traction battery is dead !!!

        1. Leptoquark says:

          True, and for the current used by our fridge, it could be powered for three days.

          For details, check out:

          http://www.mynissanleaf.com/viewtopic.php?f=37&t=13097

    2. Jay Donnaway says:

      This is designed for home use, and tiny Japanese homes at that so pulling 24 or 42 kW would be beyond the residential supply capacity. Even a big US house with 240V 200A service would be hard pressed to push much more than 24 kW into an EV- that’s half or the built capacity. These units have also been demonstrated with salvaged EV packs for standby power use. Here’s the original rollout press release: http://www.nissan-global.com/EN/NEWS/2012/_STORY/120530-01-e.html

  3. mustang_sallad says:

    i would have thought this would require at least some kind of support from Mitsubishi, like special software on the car that doesn’t flip out with diagnostics when it sees power going in the opposite direction. I wonder how it behaves around restrictions in terms of how low it’ll letnyou go with the SOC.

    1. How does the battery power the wheels? Power goes the “other way”.

      From the battery to the CHAdeMO port is nothing but wire and some contactors / relays. CHAdeMO should be able to give the signal to the car to close the contactors on the car, but it might not be instantaneous.

      The handshake process should still require a handful of seconds, at least, but perhaps it does this when you plug in? Then it just waits to close the vehicle and charger contactors the moment line voltage drops. This can happen within one tenth of a second.

      The whole thing can’t work if each individual car needs special software. CHAdeMO association continually upgrades the firmware protocol, and the current version 1.0.1 Amendment 1 should be able to do this.

    2. mustang_sallad says:

      I’m plenty aware that V2G is just another way to pull power out of the battery, but given the potential warranty implications of cycling a battery without ticking over the odometer, I would still have thought that the automaker would need to “unlock” V2G by turning off certain diagnostics, but I guess this news proves me wrong.

      That said, Mitsubishi already had their powerbox or whatever it was called, so this isn’t the first time power is being syphoned out of an iMIEVs DC port.

    3. DaveMart says:

      Mitsubishi have that one covered without any help from outside! 😉

      ‘Outlander PHEV also has additional uses. In the boot, which has no space for a spare tyre, you can find a 100 volt AC power supply plug. Fully charged and with the petrol engine recharging the battery, the SUV can produce up to 1,500 watts of 100 volt electricity to ordinary home appliances up to 10 days. It’s something you’d appreciate when out on a picnic or camping.

      http://paultan.org/2013/11/30/driven-mitsubishi-outlander-phev-tested-japan/#ixzz3H93TMFWN

      Presumably the 10 days is on a full tank.
      As long as you have fuel, you should have power.

      Useful for those in hurricane, tornado or earthquake zones.

  4. Jay Donnaway says:

    Thanks for pointing out that often-overlooked Outlander PHEV feature, DaveMart. Now if Mitsu would only offer it in the USA and provide some clear communication to their customers, or for that matter, their dealers who want the vehicle! The Nichicon EVPS would be valued by many households, and it’s been around for years now. Why are they so slow to come stateside with a 120V 60Hz version?