{"id":2312,"date":"2022-12-08T13:01:34","date_gmt":"2022-12-08T12:01:34","guid":{"rendered":"https:\/\/www.vehicle-2-grid.eu\/on-the-topic\/"},"modified":"2026-06-12T13:33:12","modified_gmt":"2026-06-12T11:33:12","slug":"on-the-topic","status":"publish","type":"page","link":"https:\/\/www.vehicle-2-grid.eu\/en\/on-the-topic\/","title":{"rendered":"On the topic"},"content":{"rendered":"\t\t
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Vehicle-to-Grid,
\nVehicle-to-Home
\n& Smart Charging<\/strong><\/p>\n

<\/p>\n

Integration of new flexibilities
\ninto energy markets<\/p>\n

<\/p>\n

April 7-8, 2027
\nin Aachen, Germany<\/strong><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t

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Vehicle-to-Grid,
\nVehicle-to-Home
\n& Smart Charging
\n<\/strong>
Integration of new flexibilities
\ninto energy markets<\/span><\/p>\n

April 7-8, 2027
\nin Aachen, Germany<\/strong><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t

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<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t
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On the topic<\/h4>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t
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Vehicle-to-Grid (V2G), Vehicle-to-Home (V2H), bidirectional charging, the car as a mobile energy storage unit, grid stabilization, ancillary services, new grid services, ISO 15118<\/i><\/span><\/p>\n<\/blockquote>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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The energy transition requires more electrical storage capacity \u2014 that much is broadly agreed upon today. The loss of inertia-based grid stabilization as conventional power plants are phased out demands fast, flexible alternatives. A massive reserve sits untapped in the batteries of electric vehicles, whose typical capacities of 40 to 100 kWh represent a collective storage potential unmatched by any other distributed technology.<\/p>\n

The idea behind Vehicle-to-Grid is straightforward: electric vehicles should not only draw energy from the grid, but also feed it back in a controlled way \u2014 acting as a buffer for fluctuations from wind and solar, relieving distribution networks, and providing ancillary services. Vehicle-to-Home (V2H) uses the same technology to supply a household with energy from the vehicle battery and maximize self-consumption of solar power.<\/p>\n

What was long considered an ambitious future vision is now a reality: in France, the Netherlands, and the United Kingdom, all prerequisites for V2G are in place and first commercial offerings are available to end customers. Germany eliminated the longstanding regulatory barrier of double grid fees for bidirectional charging points with the Energy Industry Act (EnWG) reform effective January 1, 2026, laying the groundwork for market ramp-up. Since February 2026, BMW and E.ON have been offering an all-in-one package comprising a wallbox, V2G tariff, and smart meter. Mercedes-Benz is rolling out MB.CHARGE Home in 2026 \u2014 a fully integrated bidirectional home charging system starting with the electric GLC and the new CLA, developed in partnership with The Mobility House for both the wallbox and the energy tariff.<\/p>\n

This shifts the focus to new questions: How do you scale bidirectional charging from individual projects to mass-market offerings? How do you achieve true interoperability across vehicles from different manufacturers and different charging infrastructure? The standardization of AC bidirectional charging is expected to be finalized by the end of 2026. Starting in January 2027, ISO 15118-20 will be mandatory for all new charging stations \u2014 the decisive step from smart charging to genuine grid integration.<\/p>\n

The economic potential is substantial: grid operators alone could save up to 4 billion euros annually by leveraging flexibility options like V2G. As EV adoption continues to accelerate, smart charging will be a necessity regardless \u2014 the question is no longer whether, but how quickly and on what terms.<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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FAQs | 10 questions to the organisers<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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01<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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Could you give us a basic definition of Vehicle-to-Grid and explain how this technology is changing the energy sector?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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Vehicle-to-Grid refers to the grid-supportive discharging of electric vehicles back into the power grid. The vehicles release energy when demand requires it \u2014 for example, when renewable generation falls short in the short term. In practice, V2G is often used as an umbrella term for related concepts such as Vehicle-to-Home (V2H), Vehicle-to-Load (V2L), and smart charging. What unites them: the electric vehicle shifts from being a pure energy consumer to an active participant in the energy system.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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02<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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What are the key benefits of V2G for power grids and end users, particularly in the context of renewable energy?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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V2G is especially valuable when renewable generation can’t keep pace with demand in the short term \u2014 for example, when clouds roll in or an unexpected drop in wind occurs. In those moments, EV batteries can deliver ancillary services within seconds. Over longer timeframes, surpluses from solar and wind can be stored and released during peak demand. For distribution networks, smart charging is particularly relevant: vehicles can reduce or shift their consumption when the grid is under stress, avoiding or deferring costly infrastructure upgrades.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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03<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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What technologies and infrastructure are needed to successfully implement V2G systems?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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Multiple stakeholders and technologies must work in concert: bidirectional vehicles, bidirectional charging infrastructure, open communication protocols (ISO 15118-20, OCPP 2.0.1), smart metering systems, and aggregator IT platforms that connect vehicle flexibility to energy markets. Interoperability is critical: every vehicle must be able to communicate with any compatible charging station, regardless of manufacturer. Since January 2026, all new public charging points must support the ISO 15118-2 standard; from January 2027, ISO 15118-20 will apply to all new installations.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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04<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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What advances have been made in V2G technology in recent years, and how are they affecting market penetration?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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Development has accelerated significantly over the past two years. The publication of ISO 15118-20 in 2022 established the technical foundation for cross-manufacturer bidirectional charging \u2014 independent of the CHAdeMO standard, which is now largely obsolete in Europe. Since then, vehicle battery capacities have grown large enough to provide a meaningful buffer for V2G applications. The Renault 5 E-Tech and Alpine A290 already offer V2G in France, Volvo and Polestar are running tests in Sweden, and many automakers have announced V2G-capable models. Since February 2026, BMW and E.ON have offered a complete package including a wallbox, V2G tariff, and smart meter with an annual bonus of up to \u20ac720. Mercedes-Benz is launching MB.CHARGE Home in 2026 \u2014 a fully integrated package of vehicle, DC wallbox, energy management, and power tariff, starting with the GLC and CLA in partnership with The Mobility House, with an initial rollout in Germany, France, and the UK. AC bidirectional standardization is expected to be completed by the end of 2026; DC is projected to follow by the end of 2027.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t

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05<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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How can V2G support the integration of electric vehicles into the overall efficiency of a building or city?<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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At the building level, V2H enables the vehicle battery to serve as home storage: grid connection capacity can be reduced, demand spikes smoothed out, and solar self-consumption maximized. In Utrecht, a partnership between Renault Group, We Drive Solar, MyWheels, and the city has been operating Europe’s first comprehensive V2G car-sharing system since the summer of 2025, connecting vehicles to local solar generation and reducing grid congestion during evening peak hours by up to 300 kW. At the city level, V2G can slow or partially offset the need for distribution grid upgrades \u2014 a significant economic lever.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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06<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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What business models and incentives exist to encourage EV drivers to participate in V2G networks?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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The range spans from simple dynamic electricity tariffs \u2014 where customers benefit from price fluctuations on the intraday or day-ahead market \u2014 to fully integrated all-inclusive packages that bundle vehicle, wallbox, smart meter, and tariff. Providers such as Octopus Energy, Tibber, and The Mobility House are active with scalable solutions. Across Europe, there are now roughly 480 such smart charging options, primarily for home use, while public smart charging is growing as well. For vehicle owners, the financial upside comes through feed-in compensation, lower charging costs during off-peak hours, and payment for making battery capacity available as a grid service.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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07<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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What challenges and barriers still stand in the way of widespread V2G adoption?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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In Germany, the slow rollout of smart meters remains a central bottleneck, as grid market integration is nearly impossible without intelligent metering systems. With the EnWG reform effective January 1, 2026, the previously biggest regulatory hurdle \u2014 the double charge on grid fees for bidirectional charging \u2014 has been removed. On the technical side, interoperability remains the most pressing open question: proprietary solutions from individual manufacturers work today but cannot scale. The pending DC bidirectional standardization, expected by end of 2027, is also slowing the market ramp-up in the DC segment. Clear rules on battery usage and liability for using EV batteries as grid buffers are still needed as well.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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08<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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Can you give examples of successful V2G implementations?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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The era of pure pilot projects is behind us in several countries. Commercial V2G offerings are available to end customers in France, the Netherlands, and the United Kingdom. In France, Renault, together with The Mobility House, offers a fully integrated product where customers are compensated for making their battery capacity available. BMW and E.ON have been offering a home solution package in Germany since early 2026. Mercedes-Benz is rolling out MB.CHARGE Home in 2026 \u2014 a fully integrated bidirectional home charging system across Germany, France, and the UK, with the GLC and CLA as the first V2G-capable models. In Utrecht, Europe’s first large-scale V2G car-sharing project with integrated solar generation has been running since the summer of 2025.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t

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09<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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How could governments and energy companies support V2G initiatives?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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The most important step is removing regulatory barriers \u2014 accomplished in Germany with the EnWG reform effective January 1, 2026. Beyond that, an accelerated smart meter rollout is needed, along with clear frameworks for flexibility aggregation and consistent support for the ongoing interoperability standardization work. Energy companies should make the leap from pilots to commercialization: in Finland, France, and Denmark, the aggregation of EV charging for grid balancing and ancillary service provision is already possible \u2014 these markets can serve as a blueprint. Government and industry should set the standards and then let the market develop the best solutions.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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10<\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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How do you expect V2G to change the way we generate, store, and distribute energy in the coming years?<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t

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V2G and smart charging are a windfall for the energy transition: the growing EV fleet has the potential to provide a distributed storage capacity that dwarfs all stationary battery storage combined. The path there runs through standardization, scaling, and new business models. The long-term goal of leading players is to aggregate hundreds of thousands of vehicle batteries into virtual power plants. Realistically, we’ll likely see \u2014 as in other markets \u2014 a differentiated supply curve: some players offering large volumes of flexibility at low cost, others providing higher-value grid services at premium prices. Taken together, this flexibility makes it possible to build out massive amounts of renewable generation while keeping the grid stable.<\/span><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t

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For bidirectional charging to work, the following groups\/companies must enter into agreements: electric car owners, electric car manufacturers, charging infrastructure manufacturers, service providers, electricity grid operators, legislators, and standardization bodies.<\/p>\n

Depending on the application, different actors can benefit. In addition, the control unit must be connected to various data sources depending on the application.<\/p>\n<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t\t\t\t\t\t