Mitsubishi Motors’ forthcoming electric vehicle might incorporate an AC power adapter that will allow owners to plug in electrical devices ranging from rice cookers to microwave ovens. Currently in the trial stage, the AC adapter is seen as a potential solution to the electrical power problems facing Japan in the wake of the earthquake and tsunami there in March.
"If there's a remote location that's having trouble getting electricity, the people there can feed themselves using the power from their EVs," Maurice Durand, a spokesman for Mitsubishi Motors North America, told me. "It allows them to not have to tap into the grid to run an accessory to cook their rice."
The AC adapter is being tried on the Mitsubishi i-MiEV in Japan (known as the Mitsubishi i in the US). Durand says the i-MiEV's 330V electrical architecture is ideal for such applications. Unlike many conventional gasoline-burning vehicles, which use 12V electrical architectures, the i-MiEV employs the high voltage needed for accessory applications.
The Mitsubishi i electric car might offer an AC adapter for accessories. Source: Mitsubishi Motors North America.
"It's considerably easier to do this on an EV," Durand says. "This vehicle has a 330V battery, and a management system that's designed for that voltage."
Durand says the AC accessory could be particularly important in Japan. Much of that country is now employing a staggered work week as a means of smoothing out the damaged grid's peak loads.
Although the i-MiEV's lithium-ion battery requires charging, it offers the advantage of being able to store power for brownouts, and for users who aren't within easy reach of the grid.
To be sure, many gasoline-burning vehicles incorporate onboard 110V AC power connectors, which enable users to plug in refrigerators and other appliances when power gets knocked out. Such vehicles, however, use higher voltage electrical architectures, which is why hybrids and electric cars are better suited for AC accessories.
The Toyota Prius, Lexus hybrid SUV, and Ford Escape hybrid, for example, have all employed electrical architectures of 300V, 400V, 500V, and even 600V. Those electrical architectures enable design engineers to easily add an AC power connection, which allows contractors to run power tools and outdoorsmen to plug in heaters.
Mitsubishi's all-electric i-MiEV incorporates a 16kWh battery that's capable of providing 62 miles of range, according to the Environmental Protection Agency's "real-world" driving evaluation. The vehicle, weighing between 2,300lb and 2,500lb, is also rated at 112MPGe (miles per gallon equivalent) in combined city and highway driving. In contrast, the all-electric Nissan Leaf offers a range of 73 miles and an efficiency of 99MPGe.
Durand says it's not yet known whether the company's Mitsubishi i will incorporate the AC accessory when it reaches the US market in November. "It's not just a matter of this accessory making the EV more appealing. Right now, there are energy issues in Japan."
This is indeed an interesting concept, undoubtedly quite handy. The auto companies could compete on their inverter technology, to see which could be the most efficient. Of course, adequate guaging would be quite important, and restarting the engine to recharge could be an issue, and possibly a hazard.
But it certainly could be an unanticipated advantage of the hybrid vehicle.
In April, tornadoes ripped up the TVA transmission lines and left Huntsville AL without electrical power for 112 hours in my neighborhood. But my first Prius modification was to install a 1 kW, modified sine-wave inverter in November 2005:
http://hiwaay.net/~bzwilson/prius/priups.html
Until the April tornadoes, we were averaging one use per year from 4-18 hours. A 1kW inverter is enough power for TV, radio and lights. In the winter, it powers the gas-heater fan and electronics and in the summer, enough power for a bedroom, 5,000 BTU window air conditioner. This is not full house power but 'camping out at home' to survive a power outage.
Compared to our distant neighbor's generator, two houses down and across the street: Prius power is quiet as it can not be heard beyond the property line; the catalytic converter makes a 100 fold reduction in carbon monoxide, and; the engine cycles to recharge the traction battery. Also, the Prius can drive to the gas station to refuel the 11.5 gallon tank and after the emergency is also a well maintained, commuting car. Home generator maintenance needs are often discovered when several years later they don't start.
I have some ideas for Prius whole house power but perfect is the enemy of 'good enough' and that is what we have now. I'm planning to install a pure sine wave, inverter in my wife's Prius. This will provide a way to run either one or the other or both to improve 'house camping.' It also makes it easier to take down the first Prius for whole house experiments.
I think it would be an even better concept if they incorporated the design into a hybid. At least then you would have gas as a back-up. Nothing worse then a really heavy paper weight, right. But by incorporating a gas powered engine into the design this could become a nice little portable generator.
Of course, with anything else on the edge of the new designs the price tag is probably going to keep this technology from people that it would really help. I don't see people in areas without a reliable power grid able to afford the car.
Jenn: In answer to your question, it's an electric car, so it's not cheap. At its launch last year in Japan, it was around 4 million yen ($43,000 USD), without its government incentive. Prices aren't official yet in the U.S. because it hasn't launched here yet, but the rumor is it will start around $30,000 before incentives.
Beth: In answer to your question, you still need the grid to recharge, just as you would always need it. The vehicle doesn't reduce dependence on the grid, it just gives the grid a little mobility. As I understand it, many areas of Japan still have limited access to power. This enables AC power to be transported to them.
I was wondering the same thing. If this were a hybrid, I could see the advantage since you could take it for a drive to recharge. The only thing that I can think of is that it might help out in load balancing. You charge the car for the grid during non-peak hours and then run your appliances from the car during the day. However, with only a 62 mile range, how much appliance work can you do before your car is a GIANT paper weight?
I was wondering the same thing, Beth. This seems like it would be a great short term solution for an area that is experiencing power outages, but in an area with ongoing power outages, having to recharge the car again would be putting a strain on the grid.
Chuck, how much will this vehicle sell for in Japan? While the intention seems good, will the people there have the resources to buy this simply for the power aspect, or are there other benefits?
Interesting concept charging appliances and the like off of your EV vehicle. Here's my question Chuck: If you're drawing power off the EV battery supply, how do you recharge that without reliance on the grid and how long can you actually draw off of it before it's depleted. Unless I'm misunderstanding, what are you really doing to alleviate power surges and power problems?
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