ELECTRIC TRANSPORT
V2G since 2015, and Hyundai and Kia have taken a step towards it with the adoption of V2L (Vehicle- to-Load). V2L technology allows a car to power an AC load, for instance a camping fridge or another car. Crucially, though, the AC output can’t be connected to the wider grid as a whole. While car manufacturers are lagging in producing V2G-compatible cars, energy providers are taking an interest in V2G. Recently, UK energy provider Octopus announced its plans to provide a new tariff that allows electric vehicle owners with V2G compatibility to charge up their cars for free and supply energy stored in the battery pack back to the grid. However, the lack of CHAdeMO-compatible cars, together with the existence of only 7,200 UK CHAdeMO charging sockets, plus the only compatible charger – the Wallbox Quasar 1 – no longer being for sale in the UK, curtails the number of users that might benefit from the Octopus incentive. Furthermore, at the end of last year, the
European charging network, Allego - which operated multiple locations in the UK, posted on its website that due to the decrease in CHAdeMO-equipped EVs, it is slowly phasing out CHAdeMO chargers in its network. If more networks follow suit and automakers continue to shift away from CHAdeMO, V2G will struggle to get a foothold in the UK market. Standardisation is necessary for the
interoperability and compatibility of V2G technology across different EV models and charging networks and there seems to be no agreement. The standards war may influence which technology prevails in V2G implementations. The standards choice is further complicated in the US where the Tesla NACS standard, using a smaller, lighter plug, has been opened out to all auto manufacturers as government subsidies are only for open networks. At the moment, Tesla doesn’t support V2G, but with California mandating V2G as a standard from 2030, this is sure to change. There is nothing about the NACS plug per-se that prevents it being used for bi-directional power transfer. The choice between AC and DC charging standards impacts the efficiency and performance of bi-directional charging, like V2G systems, V2H (Vehicle to Home) and V2L (Vehicle to Load). DC charging offers quicker charging rates and is more efficient compared to AC charging. AC charging infrastructure is, however, more established in the grid. Neither CCS nor NACS are V2G compatible at the moment, but CCS can in the meantime be used for V2L and V2H, which lets users repurpose their EV’s remaining battery power for off-grid or as a backup power source.
REGULATORY FRAMEWORKS Regulatory frameworks can influence market dynamics by promoting infrastructure development, ensuring market competition, incentivising or mandating the adoption of certain technologies or standards, encouraging innovation and consumer adoption, and they could influence or obstruct the development of a cohesive policy framework for V2G adoption. Stakeholders, such as EV charging firms and
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automotive manufacturers, may push for the adoption of AC or DC standards that best align with their business interests.
Regulatory decisions can shape
market trends and drive investment in specific V2G technologies, potentially influencing the dominance of AC or DC standards. Regulatory bodies are often tasked with safety standards to ensure that V2G systems meet them to protect both the grid and end- users. They may mandate specific technical requirements based on the prevailing standards to guarantee the safe operation of V2G infrastructure. Legislation and regulatory
frameworks such as the latter governing the prevalence of AC or DC standards will naturally have an impact on V2G operations. Recent US legislation to increase fast-charging EV infrastructure will ensure that CCS will remain at least for the time being in the US (eventually leading to the increase in V2G). Grid codes - the rules by which a generator is allowed to attach to a given grid - are probably the biggest problem as they are not standardised, even within a country. This is a huge problem for car manufacturers that seek to use AC V2G, as they could struggle to meet grid codes across all countries for an inverter that could effectively be moving between grids in different countries. For AC V2G, the car needs to meet grid codes for everywhere and that is a potential problem, which could partly be why manufacturers like Hyundai and Kia are supporting V2L, which allows a car to power another electrical appliance, such as a fridge, but not to connect to the grid.
CONSUMER ADOPTION AND CONFIDENCE A clear and standardised approach to V2G infrastructure and charging standards can enhance consumer confidence and incentivise EV owners to participate in V2G programs. However, the standards war could affect consumer perceptions and willingness to adopt V2G technology as its lack of prevalence, compounded by the lack of car manufacturers providing cars that can work with V2G technology could, influence its overall success in the market. On the flip side, once the benefits of V2G technology become more and more prevalent, increased customer demand for accessibility to V2G technology may influence car manufacturers to pick up on V2G-enabled chargers.
V2G Charger at ViGIL project site, Aston University
As we’ve seen, the AC and DC standards war
directly shapes the development, deployment, and adoption of V2G technology by affecting infrastructure, efficiency, regulatory frameworks, and consumer perceptions. Standardisation and collaboration among stakeholders are essential to overcoming barriers and accelerating the widespread adoption of the V2G system. The road to V2G isn’t going to be easy and non- standardisation and compatibility are delaying V2G uptake. Significant technical challenges remain before V2G becomes more prevalent. The cost of bi-directional chargers is still high and electricity networks, which are notoriously slow in adapting new technology, are not yet at the speed needed to enable the potential to be realised. For things to change, pressure needs to be applied on charging infrastructure providers and car manufacturers to develop chargers that support bidirectional AC or DC to AC conversion. V2G technology needs to be compatible with a broader range of chargers, but this shift will not happen overnight and will require incentives from governments and demand from consumers for these advanced chargers. So, for now, it seems like a waiting game. The positives are that projects such as VIGIL demonstrate that there is political will and strong interest from across the industry.
Versinetic
www.versinetic.com
Sources:
https://everoze.com/app/uploads/2018/10/UKPN001-S-01-H-V2G-global-review-compressed.pdf
https://www.speakev.com/threads/chademo-chargers-in-the-uk-is-there-coverage-for-older-bevs- unreliable-data-on-how-many-there-are.182166/
https://octopus.energy/press/Cash-In-Green-drivers-go-free-with-Octopus-latest-smart-tariff/ https://www.fastcharge.email/p/huge-reduction-in-new-chademo-chargers https://zecar.com/resources/which-electric-cars-have-bidirectional-charging
https://cars.usnews.com/cars-trucks/advice/nacs-vs-ccs
https://www.makeuseof.com/ccs-versus-tesla-nacs/
ENERGY & SUSTAINABILITY SOLUTIONS - Autumn 2024
www.essmag.co.uk
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