The key is to stagger supply and demand between when people need electricity to drive and when they need electricity to run their homes. Jan Kreisl, director of the Center for Energy Research at the University of California, San Diego, said: , was not involved in the new modeling. “But if we can change the demand, we can make sure it works because no vehicle needs to be charged 24 hours a day.”
Commercial and government vehicles such as public transit and school buses can also connect to V2G. His company Nuvve, which develops V2G technology, is working with Southern California school districts to turn buses with amazing batteries into his V2G assets. School buses operate on a reliable schedule so that the batteries can power the grid after children are dropped off and recharged in time to pick them up the next day. Bus batteries are always available on weekends and holidays.
One of the benefits of V2G is that it can subsidize the cost of ownership of EVs. The more you have in your garage, the more money you make. “If you’re the type of person who can work from home and don’t need to drive an electric car very often, participating in V2G could make some money,” he said Gasper. says. “So you’re giving vehicles more utility to divert the cost of owning a vehicle. That’s huge.”
You might think that overuse will degrade the battery quickly, but that’s not always the case. “If you own an EV and don’t drive it much, V2G is really Expand It extends the life of your car’s battery,” says Gasper. Draining it from time to time is essentially exercising to keep it healthy. Why do laptop batteries die so quickly, and the other is to use it all the time.”
However, V2G at scale presents some major challenges. First, not all EVs are equipped with bidirectional charging, but automakers are increasingly adopting bidirectional charging capabilities in vehicles such as the new Nissan Leaf and Ford F-150. You also need a special charger that reverses the current to draw energy from the battery. Due to these limitations, V2G is still in the early stages of development, with about 100 pilot programs running around the world.
Another reason is the lack of industry standards for cross-components of V2G. Vehicles from different manufacturers are now connected to different charging systems and these vehicles are connected to different grids.
Utilities may also offer various compensations to either individual EV owners or fleet operators. “One of the things we really need to learn is what are the incentives we need to offer drivers in both categories to get them on board?” Develops software to regulate EV charging And Joseph Verone of Ev.energy, which is working with a consortium of charger manufacturers and automakers to test V2G strategies, said:
