Power Packed Cyber Security?

Given my evident enthusiasm for all things V2x, regular readers may be wondering why I have been more hesitant than most commentators to unequivocally applaud Greg Jackson’s announcement of Octopus Energy’s “Power Pack” retail vehicle-to-grid offer last week? £299 per month which covers all your electric mobility needs including “fuel”. What’s not to like? Surely it’s “a compelling consumer offer”, as I myself put it!

As already hinted at in my introductory article linked to above, perhaps it’s not quite so attractive if you are in fact a “prosumer”, with a few solar PV panels already installed on your very own roof? Here are some other recent items of news to ponder too. In these troubled times hackers are hard at work around the world. There was initial speculation that the recent Spanish “blackout” was a cyber attack. However, according to the BBC on April 29th:

The Spanish grid operator has ruled out a cyber attack as the cause of a massive power cut that crippled Spain, Portugal and parts of France on Monday.

Red Eléctrica’s operations director Eduardo Prieto said preliminary findings suggest “there was no kind of interference in the control systems” to imply an attack, echoing Portuguese Prime Minister Luís Montenegro the day before.

But the exact reason behind the cut is still unclear.

More recently, it was announced on June 17th that:

In January 2025, we participated in Pwn2Own Automotive with multiple targets. One of them was the Tesla Wall Connector — the home charger for electric vehicles (including non-Tesla ones)…

This article explains how we studied the device, how we built a Tesla car simulator to communicate with the charger, and how we exploited this logic bug during the competition.

The “hackers” of the Tesla wallbox wore “white hats”, but what might have happened if they had been wearing “black hats” instead? While you ponder your answer to that question, you may find it reassuring that the United Kingdom’s National Cyber Security Centre has been worrying about it for quite some time. According to the NCSC’s web site their mission is:

Making the UK the safest place to live and work online.

We support the most critical organisations in the UK, the wider public sector, industry, SMEs as well as the general public. When incidents do occur, we provide effective incident response to minimise harm to the UK, help with recovery, and learn lessons for the future.

The first example use case for their efforts reads:

Defending the digital infrastructure on which a sustainable world depends.

For example, by helping to protect a flexible energy system from cyber threats.

Image courtesy of ImageFX

In November 2023 the NCSC published a blog post that began as follows:

In 2020, the NCSC published a white paper on Preparing for Quantum-Safe Cryptography. This paper explained the threat that a possible future quantum computer – one much larger, and much more capable, than any that exist today – would pose to a large class of widely deployed cryptography. That cryptography is known as public-key cryptography (PKC). PKC is the enabling technology for secure communication at scale, on the internet and many other networks.

The same white paper also explains why NCSC’s recommended mitigation of the quantum computing threat is quantum-safe cryptography, or post-quantum cryptography (PQC). PQC is cryptography that is resistant to attack by quantum computers, and also to today’s digital, or classical, computers. Furthermore, PQC offers broadly equivalent functionality to the quantum-vulnerable PKC currently in use, and can be deployed in many of today’s devices (including PCs, smartphones etc.) with a software update.

This seems like a simple solution to the threat from a potentially disruptive technology. And conceptually, it is – but the migration to PQC is a very complicated undertaking. This blog explains why.

Do you suppose that Greg and/or the Octopus Power Pack team have read it?

The Results of our Recent “RapidGate” Research

No sooner had we completed our extended test drive of the new 40 kWh Nissan LEAF than the BBC published an article by Brian Milligan stating that:

Owners of Nissan’s new electric Leaf say they were given misleading information about the car before buying it.

They say charging the Leaf can take three times longer than claimed on Nissan’s website.

Others are unhappy that the range on a single charge is not as good as the 235 miles (378km) they were promised.

Nissan admitted that charging times can vary, but denied there was a problem or that any customers were misled.

The Advertising Standards Authority is now considering whether to launch an investigation into the issue.

We were already aware of “charging can take three times longer” issue, which was originally reported by Jonathan Porterfield of Eco Cars in Orkney:

For our test we weren’t intending to drive from Land’s End to John o’Groats, or even Leicestershire to Aberdeen. However we were planning a trip from Bodmin to Cardiff via Trowbridge, then back via the M4/M5/A30.

Here is what we discovered. After heading up the A30 and then the M5 at a proPILOT controlled 70 mph our first stop to “rapid charge” was at Taunton Deane Services where this transpired:

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By my calculations that’s an average of ~31.5 kW

After driving to Trowbridge via the A303, and hence a fair bit more at speeds of 60 and 70 mph, we spent an hour or so charging at a stately 6.6 kW. Then we headed north to Leigh Delamare services, where this transpired.

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By my calculations that’s a lot less than 31.5 kW. An average of ~21 kW in actual fact. It certainly looks as though there is some truth to those RapidGate rumours.

“Several of the Twitterati debating the issue have been suggesting that the 40 kWh LEAF 2.0 should have employed the same sort of “active battery temperature management” employed in the e-NV200 van. Let’s take a look at what Nissan themselves have to say about that:

The Nissan e-NV200’s motor is powered by a Nissan-developed 48-module compact lithium-ion battery, just like LEAF, but there are significant differences between the two packs.

Like LEAF, the cells are manufactured at Nissan’s new battery plant in Sunderland close to the NMUK facility, but these are then shipped to Barcelona where they are assembled into a pack specially configured for e-NV200 to avoid encroaching into the cargo area.

The battery pack is shorter and narrower than that in LEAF but, for the most part, deeper. Weighing 267.5 kg, it is also 7.5 kg lighter.

It is mounted under the floor of the vehicle within the wheelbase to keep the centre of gravity as low as possible and is contained within in a sturdy metal casing to provide extra protection in the event of a side impact.

As in the LEAF, the battery pack comprises 48 modules with a nominal capacity of 24 kWh, but it incorporates a bespoke cooling pack that operates automatically during quick charging.

Due to more compact packaging and because e-NV200’s duty cycle is likely to be quite different to LEAF – it is anticipated that the vehicle will be operated intensively during the working day and there will be greater use of Quick Chargers to minimise down time – cooled air from the vehicle’s heating and ventilation system is channelled over the battery cells to ensure optimum charging conditions at all times.

Conversely, in cold weather, the vehicle’s HVAC system wafts warm air over the battery, again to ensure it reaches its optimum operating temperature as quickly as possible.

It does rather sound as though Nissan didn’t anticipate that quite so many people would want to operate the new LEAF “intensively during the working day”, and through the night too is some cases. However to be frank it beats me why all those people want to work their new LEAF that hard. For Jonathan driving LEAF’s a long way in a hurry is part of his business. For everybody else though, this seems to sum things up nicely:

Finally, for the moment at least, here is an excellent video from Dr. Euan McTurk on the complexities of electric vehicle battery chemistry:

Note that around the 22 minute mark Euan mentions that there are lithium rich brines here in Cornwall!

To be continued……

The Camelford Air Quality Action Plan Consultation

Regular readers will be aware that here at V2G UK we are concerned about the effect of internal combustion engine emissions on human health, particularly in the town of Camelford just down the road from us here in (Silic)Inny Valley. For more background please read on below the fold, but here is our urgent message of the day.

The Cornwall County Council consultation on their so called Air Quality Action Plan for Camelford closes on April 2nd 2018. If you want to have your say please complete the online questionnaire at:

http://www.cornwall.gov.uk/environment-and-planning/environmental-protection/environmental-protection-air-quality/camelford-air-quality/

at your earliest convenience by clicking the big green button towards the bottom of that page that looks like this:

Camelford-AQMA-Consultation

Continue reading →

Energiesprong Energy Efficiency Retrofit on BBC East Midlands Today

Regular readers may remember the “SOLCER House” video demonstrating how to build an energy efficent house from the ground up? Not so very long ago I attended a seminar on the Energiesprong technique for retro-fitting energy efficiency to existing housing, and now an Energiesprong UK project in Nottingham has been featured on BBC News! Take a look:

Energiesprong UK BBC News December 17 from Energiesprong UK on Vimeo.

If you listen carefully you will note that the presenters explain that:

Ten houses in Nottingham have become the first in the UK to pilot what’s been described as a revolutionary energy saving makeover, which should mean that residents enjoy warmer homes and reduce their bills.

The new approach comes from The Netherlands. Improvements can be installed within days whilst people still live in their homes, and the scheme is designed to pay for itself.

The Dutch call it Energiesprong, which means “Energy Leap”.

Here’s how that first UK pilot looks:

Energiesprong-Notts-2017-12-17

V2G Explained by the Mainstream Media

V2G is now a hot topic in the UK mainstream media! A few days ago The Times newspaper published an article on vehicle-to-grid technology. According to Edward Lucas:

The hunt is on for cheaper and better storage, which is where electric cars come in. For its owners, the car battery is an unused asset most of the time, just as the engine is for those of us with old-style vehicles. Yet for grid managers dealing with the spikes and troughs in demand, a terawatt hour stored in spare batteries is exactly what is needed. Instead of subsidising standby generators, we can pay car owners to sip power from their vehicles’ batteries.

But making this work on a larger scale requires change. Our existing energy set-up is centralised: big power plants transmit large amounts of electricity over long distances to passive consumers. This arrangement copes with the 115,000 electric cars we have now. But it will not be fit for 2040, when the government intends to ban the sale of new diesel and petrol cars. By then we are predicted to have more than 25 million electric vehicles.

Done wrong, that will resemble something like a vast network of electric kettles. Charging them all at once at home would crash the grid. Consumers will curse, costs will soar and benefits will shrivel. To avoid that, the electricity system of the future will have to look like the internet: decentralised and interactive. Consumers will also be producers — perhaps from rooftop solar panels or by supplying power from their car batteries back into the grid when needed. Demand will be smarter: appliances will adjust their consumption according to price. Electric car owners, for example, will not mind exactly when their vehicle is charged, so long as it is ready when they need it. They will take advantage of cheap electricity just as consumers do already with night storage heaters.

The prospect is both exciting and daunting. Dieter Helm, the energy economist who recently reviewed energy costs for the government, says that the combination of electric vehicles, battery technology and digitisation presents challenges of a scale and magnitude not witnessed since the reconstruction of our electricity system after 1945.

Today the BBC have followed the Times’ lead by publishing an article by Theo Leggett with a slightly different perspective. Unfortunately they included at the top a stock photo of what looks a lot like a Renault ZOE instead of a Nissan LEAF. Here’s one of our stock photos of a 2016 LEAF, which is V2G capable:

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However currently the ZOE is not. Here’s what one of those looks like:

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Theo points out that:

At the Nissan Technology Centre in Cranfield, Bedfordshire, a number of the company’s electric Leaf models are lined up alongside a bank of chargers. But these cars aren’t just drawing energy from the grid; they’re also putting it back.

The system is called Vehicle to Grid, or V2G. The Japanese company is developing it in partnership with the Italian power firm Enel and is already operating a small trial hub in Denmark.

Electric cars are, in effect, energy storage devices, and because they spend much of their time parked up not doing anything they can help smooth out the peaks and troughs in energy demand.

“Basically, we can consider the car as a battery with wheels,” says Maria Laura Corallini, the engineer in charge of the V2G project.

“You can use the energy storage capability in the battery to provide specific services back to the grid.”

The system uses software to regulate the charging level of multiple vehicles.

When the grid needs extra power, it can draw very small amounts from each individual vehicle. When energy is abundant, it can top them up again. Users will get paid for the electricity they provide.

If thousands of cars are connected together, then the amount of energy given back to the grid can be substantial, and it can be varied on a second-by-second basis.

Initially the plan is to sell it to businesses that operate large fleets, although the company says it will also introduce a residential version. Other organisations are also experimenting with the technology.

I suppose V2G UK must count as one of those “other organisations” in this context! Theo continues by referring to an oft mentioned tale of V2G woe:

Not everyone agrees that V2G makes commercial sense, however. The chief technical officer of Tesla, JB Straubel, for example, has suggested in the past that he doesn’t see it becoming a viable solution, largely due to its cost and complexity.

I am forced to agree with JB that here in the UK V2G currently doesn’t “make commercial sense”, which further forces me to reveal once again this image of a Tesla Model S connected to a V2G capable bi-directional charging station in the Netherlands:

Unfortunately in all the circumstances that particular Tesla was only capable of charging from the kerbside bi-directional charging station. The BYD e6 parked next to it could however also discharge, ultimately to the local distribution grid. Do you suppose that if and when the “cost and complexity” reduces and V2G does “make commercial sense” in Tesla’s view, power will suddenly start flowing in the opposite direction down that stout red cable?