2 ms·
Each car is typically driven 35 miles daily in the USA. Against a capacity of ~250 miles, this represents many days of non-charging, and thus a lot of flexibili
by ParksNet 4y ago
Each car is typically driven 35 miles daily in the USA. Against a capacity of ~250 miles, this represents many days of non-charging, and thus a lot of flexibility in when charging occurs.
EVs can potentially strengthen the grid: if they are charged smartly, to balance demand.
We need manufacturers, regulators, grid operators to align on how to figure this out.
At the least, grid conditions/pricing should be sent to the car for smart charging.
Mandating 240volt connections in all garages and a large portion of apartment parking lots would also enable the solar excesses of the day to be quickly utilized.
- kieranmaine 4y agoThis is spot on. Kaluza (https://www.kaluza.com/demand-response/ https://www.kaluza.com/demand-response/) are working on this problem, by giving EV drivers reduced prices for EV charging as long as the Kaluza platform controls when you car is charged, with the Kaluza platform using price signals to decide when to stop/start charging. The larger impact will come from V2G (Vehicle-to-grid) charging. This will require manufacturers to add this capability to vehicle but the savings for customers are significantly greater than just smart charging (see see https://www.kaluza.com/case-studies/case-study-kaluza-enabled-vehicle-to-grid-v2g-charging/ https://www.kaluza.com/case-studies/case-study-kaluza-enable...).
- theluketaylor 4y agoI’d happily let the utility decide when to charge the car for best pricing and load usage so long as I can override it when I need from time to time at prevailing price. I’d also be happy to sell power back to the grid if I can set the price floor threshold since batteries do have cycle limits.