V2G turns your EV from a grid consumer into a generator. That changes which rules apply, and how they get communicated all the way from the grid operator to your car's inverter.
Very good write up Marc. Purchased VDE 4105 for Chademo V2G in the past. Of your stipulations is there anything the combined charger/EV have to comply with that say a 11kW PV inverter doesn’t? Or is all discharging seen similar as PV inverter
Thanks for the kind words, and great question. Here's how I understand the landscape:
From the grid connection standard perspective (VDE-AR-N 4105), you're essentially right: discharging from a V2G system is treated much like generation from a PV inverter. The grid doesn't particularly care about the source. It cares about voltage, frequency response, anti-islanding protection, and power quality. So a CHAdeMO V2G charger exporting power has to meet the same generator requirements as your 11kW PV inverter.
Where it diverges is in the layers above the grid connection:
1. Communication compliance: V2G requires the EV and EVSE to speak ISO 15118 (or CHAdeMO's own protocol in your case). PV inverters have no equivalent handshake requirement. The charger needs to be certified for bidirectional communication, not just bidirectional power flow.
2. EVSE certification: A bidirectional charger has to be certified differently from a standard unit. The DC side (EV battery) and AC side (grid) need to be properly isolated and the unit approved for reverse power flow under IEC 62196 / IEC 61851-23.
3. Vehicle type approval: The EV itself has to be approved for V2G discharge. The OEM certifies the battery management system for this use case. There's no vehicle equivalent in the PV world, your inverter doesn't move around and connect to different grids.
4. Metering: If you're being remunerated for export, you'll also need a calibrated meter on the discharge path, which adds another compliance layer.
So the short answer: the grid side is broadly similar to PV, but the communication, device certification, and vehicle approval layers make V2G a more complex compliance stack overall.
Understood. I meant the grid codes in particular. Since those vary between countries and are new to most in evse world . But if the PV world laid down the blueprint, it will make things easier for most
Very good write up Marc. Purchased VDE 4105 for Chademo V2G in the past. Of your stipulations is there anything the combined charger/EV have to comply with that say a 11kW PV inverter doesn’t? Or is all discharging seen similar as PV inverter
Thanks for the kind words, and great question. Here's how I understand the landscape:
From the grid connection standard perspective (VDE-AR-N 4105), you're essentially right: discharging from a V2G system is treated much like generation from a PV inverter. The grid doesn't particularly care about the source. It cares about voltage, frequency response, anti-islanding protection, and power quality. So a CHAdeMO V2G charger exporting power has to meet the same generator requirements as your 11kW PV inverter.
Where it diverges is in the layers above the grid connection:
1. Communication compliance: V2G requires the EV and EVSE to speak ISO 15118 (or CHAdeMO's own protocol in your case). PV inverters have no equivalent handshake requirement. The charger needs to be certified for bidirectional communication, not just bidirectional power flow.
2. EVSE certification: A bidirectional charger has to be certified differently from a standard unit. The DC side (EV battery) and AC side (grid) need to be properly isolated and the unit approved for reverse power flow under IEC 62196 / IEC 61851-23.
3. Vehicle type approval: The EV itself has to be approved for V2G discharge. The OEM certifies the battery management system for this use case. There's no vehicle equivalent in the PV world, your inverter doesn't move around and connect to different grids.
4. Metering: If you're being remunerated for export, you'll also need a calibrated meter on the discharge path, which adds another compliance layer.
So the short answer: the grid side is broadly similar to PV, but the communication, device certification, and vehicle approval layers make V2G a more complex compliance stack overall.
Understood. I meant the grid codes in particular. Since those vary between countries and are new to most in evse world . But if the PV world laid down the blueprint, it will make things easier for most