One of the big problems with intermittent power sources like wind and solar is the difficulty of storing energy. But if we ever get a lot of electric vehicles, we’ll have a lot of batteries—and at any time, most of these vehicles are parked. So, they can be connected to the power grid.
This leads to the concept of vehicle-to-grid or V2G. In a V2G system, electric vehicles can connect to the grid, with electricity flowing from the grid to the vehicle or back. Cars can help solve the energy storage problem.
Here’s something I read about vehicle-to-grid systems in Sierra magazine:
At the University of Delaware, dozens of electric vehicles sit in a uniform row. They’re part of an experiment involving BMW, power-generating company NRG, and PJM—a regional organization that moves electricity around 13 states and the District of Columbia—that’s examining how electric vehicles can give energy back to the electricity grid.
It works like this: When the cars are idle (our vehicles typically sit 95 percent of the time), they’re plugged in and able to deliver the electricity in their batteries back to the grid. When energy demand is high, they return electricity to the grid; when demand is low, they absorb electricity. One car doesn’t offer much, but 30 of them is another story—worth about 300 kilowatts of power. Utilities will pay for this service, called “load leveling,” because it means that they don’t have to turn on backup power plants, which are usually coal or natural gas burners. And the EV owners get regular checks—approximately $2.50 a day, or about $900 a year.
It’s working well, according to Willett Kempton, a longtime V2G guru and University of Delaware professor who heads the school’s Center for Carbon-Free Power Integration: “In three years hooked up to the grid, the revenue was better than we thought. The project, which is ongoing, shows that V2G is viable. We can earn money from cars that are driven regularly.”
V2G still has some technical hurdles to overcome, but carmakers—and utilities, too—want it to happen. In a 2014 report, Edison Electric Institute, the power industry’s main trade group, called on utilities to promote EVs [electric vehicles], describing EV adoption as a “quadruple win” that would sustain electricity demand, improve customer relations, support environmental goals, and reduce utilities’ operating costs.
Utilities appear to be listening. In Virginia and North Carolina, Dominion Resources is running a pilot project to identify ways to encourage EV drivers to only charge during off-peak demand. In California, San Diego Gas & Electric will be spending $45 million on a vehicle-to-grid integration system. At least 25 utilities in 14 states are offering customers some kind of EV incentive. And it’s not just utilities—the Department of Defense is conducting V2G pilot programs at four military bases.
Paula DuPont-Kidd, a spokesperson for PJM, says V2G is especially useful for what’s called “frequency regulation service”—keeping electricity transmissions at a steady 60 cycles per second. “V2G has proven its ability to be a resource to the grid when power is aggregated,” she says. “We know it’s possible. It just hasn’t happened yet.”
I wonder how much, exactly, this system would help.
My quote comes from here:
• Jim Motavalli, Siri, will connected vehicles be greener?, Sierra, May–June 2016.
Motavalli also discusses vehicle-to-vehicle connectivity and vehicle-to-building systems. The latter could let your vehicle power your house during a blackout—which seems of limited use to me, but maybe I don’t get the point.
In general, it seems good to have everything I own have the ability to talk to all the rest. There will be security concerns. But as we move toward ‘ecotechnology’, our gadgets should become less obtrusive, less hungry for raw power, more communicative, and more intelligent.